Chapter 1.1
An Insight into Military Aviation Safety
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Table of contents Paragraph |
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2 Crown responsibilities for military aircraft (MA)
2.2 Criminal liability of the Crown
4 Regulation of UK military registered aircraft
5.1 Airworthiness Safety Management System (SMS)
5.3 Generic Aircraft Release Process (GARP) and the Military Aircraft Release (MA Release)
5.4 The Release To Service (RTS)
5.5 Service Modifications (SMs)
5.6 Operational Emergency Clearances
6 The exercise of Airworthiness Authority and responsibility for the preservation of airworthiness
6.1 Delegation of Airworthiness Authority
6.2 Delegation of responsibility for preserving airworthiness
7 General responsibilities for the preservation of airworthiness
8 Other organizations with airworthiness responsibilities
10 Military aviation safety organization
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List of figures
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Figure 1. Organization of Military Aviation Safety.
The MOD operates aircraft, for most purposes, under the Crown Prerogative. The Secretary of State (SofS) for Defence is responsible for regulation of aviation safety and operation of military aircraft (MA). The SofS requires that the MOD should have a regulatory system that is no less effective than the civil system.
The scope of aviation safety covers every activity that could impact on the ability to deliver safe aviation. It includes:
1 The design, manufacture, build, maintenance and support of aircraft.
2 Operating aircraft.
3 Support to aircraft operation including, for example, infrastructure, air traffic management and emergency services.
4 The provision of appropriately trained and competent personnel.
This chapter outlines the policy, responsibilities and organizational aspects of military aviation safety. It encompasses aspects of the Safety Management System (SMS) such as flight safety and, in more detail, airworthiness. Policy, requirements, guidance and advice on airworthiness are published in JSP 553.
This chapter is associated with the following publications:
1 JSP 552: Military Air Traffic Service Regulation.
2 Def Stan 05-122 – Procedures for the Military Registration of Civil-Owned Aircraft.
This chapter is of interest to all personnel in the Military Air Environment (MAE) and is applicable in particular to all organizations and personnel that have responsibilities for airworthiness.
2 Crown responsibilities for military aircraft (MA)
Authoritative Crown responsibilities for MA are espoused in JSP 553. The following is for information only.
Air navigation in the UK is regulated by the Air Navigation Order (ANO), which is a statutory instrument made pursuant to the Civil Aviation Act (1982). However, the majority of the provisions of the ANO do not apply to MA, with the notable exception of the Rules of the Air.
2.2 Criminal liability of the Crown
The policy of the SofS is that the MOD is bound by the duties set out in the Health and Safety at Work (HSWA) Act and by the regulations made under the Act. However, it is not possible for the MOD to be prosecuted for breaches of the Act under subordinate legislation. Employees of the Crown can, however, be prosecuted where there is wilful or reckless disregard for their Health and Safety obligations.
Flight safety is the overarching process of inspecting, reviewing and analyzing aviation safety performance and recommending changes to the safety management systems and equipments in the light of current safety performance. This process encompasses the review and enhancement of both operating and engineering processes and procedures. Flight safety policy is contained in JSP 551.
4 Regulation of UK military registered aircraft
Full details of the UK MA registration policy are contained in JSP 553. In outline, regulation of UK military registered aircraft flying involves:
1 Development and publication of policies to ensure aviation safety.
2 Promulgation of instructions to implement those policies.
3 Checking compliance with instructions.
4 Reviewing policies to determine and assure their effectiveness.
Airworthiness is defined as the ability of an aircraft or other airborne equipment or system to operate without significant hazard to aircrew, ground crew, passengers (where relevant), or to the general public over which such airborne systems are flown. JSP 553 addresses the airworthiness requirements for MOD aircraft, the main aspects of which are summarized below.
5.1 Airworthiness Safety Management System (SMS)
JSP 553 encompasses elements of the generic airworthiness SMS. The JSP covers policy aspects of the management of design, acquisition and operation of MA that affect safety and, where appropriate, delineates responsibilities. JSP 553 also outlines the management activities that provide feedback on the effectiveness of the SMS.
The Safety Case provides the compelling argument for the safety of an aircraft and is thus the on-going basis of the MA Release and the subsequent Release to Service (RTS).
5.3 Generic Aircraft Release Process (GARP) and the Military Aircraft Release (MA Release)
Under the GARP the Release To Service Recommendation (RTSR) is the statement, by the IPTL on behalf of CDM, that an acceptable Safety Case has been prepared for the aircraft and its equipment. Prior to introducing the GARP and for legacy aircraft the MA Release was the statement that an acceptable Safety Case had been prepared for the aircraft and its equipment and formed the basis for the RTS for the aircraft; see JSP 553 Chap 4.
5.4 The Release To Service (RTS)
The RTS is the release document giving authority for Service-regulated flying; see JSP 553 Chap 5.
5.5 Service Modifications (SMs)
The application of an SM would normally result in a change to the design of the aircraft, therefore, invalidating the RTS. It is essential, therefore, that the RTS is either amended or suitable Clearances or Deviations are raised to document and manage the change; see JSP 553 Chap 5.
5.6 Operational Emergency Clearances
Under certain circumstances, the RTSA is authorized to approve flying to the provisions of an Operational Emergency Clearance (OEC). These conditions include war, hostile action and situations of direct threat to MOD aircraft from a potential enemy, including direct threat from terrorism and patrolling over potentially hostile territory.
6 The exercise of Airworthiness Authority and responsibility for the preservation of airworthiness
The distinction between the exercise of Airworthiness Authority and the responsibility for the preservation of airworthiness is described in the 'Introduction' to JSP 553. Briefly, the formal delegation of Airworthiness Authority to RTSAs, Integrated Project Team Leaders (IPTLs) and 4regulatory authorities3confers on them the authority to affect airworthiness by changes to the design, operating limits or maintenance requirements that mitigate design risks. The responsibility for preserving airworthiness is placed on Aircraft Operating Authorities (AOA) by their line management, requiring them to ensure that aircraft are operated and maintained in accordance with the requirements of the Aircraft Document Set (ADS) (ie the Statement of Operating Intent and Usage, the RTS and Aircraft Publications).
6.1 Delegation of Airworthiness Authority
Airworthiness authority for safe operation in service is delegated from the relevant Service Chief of Staff (COS) to his Release to Service Authority (RTSA) as follows:
1 RN – Chief of the Naval staff (CNS) delegates appropriate elements of Airworthiness Authority to Deputy Assistant COS (Air Engineering) (DACOS(AE)) who acts as the RTSA for Navy aircraft.
2 Army – Chief of the General Staff (CGS) delegates appropriate elements of Airworthiness Authority to Director Army Aviation (DAAvn) who acts as the RTSA for Army aircraft.
3 RAF – Chief of the Air Staff (CAS) delegates appropriate elements of Airworthiness Authority to Assistant Chief of the Air Staff (ACAS) who acts as the RTSA for RAF aircraft.
IPTLs receive Airworthiness Authority delegation from the SofS through their line management, expressed as a Letter of Delegation (LOD), from their 4Director, eg Director Combat Air3. The IPTL may, subject to the terms of his LOD authorize amendments to, and re-issues of, the GARP/MA Release and may delegate this authority to competent staff, through a Letter of Authority (LOA).
Note:
Although all IPTLs will be issued an LOD, those that are not deemed to be Suitably Qualified and Experienced Persons (SQEP) will be given additional instructions and authority to identify and empower a Project Engineer (PE) to act as the 4regulatory authority3 and to advise the IPTL on compliance with JSP 553 and associated references that will be clearly detailed in the IPTL’s LOD.
6.2 Delegation of responsibility for preserving airworthiness
AOAs are responsible for preserving the airworthiness of the aircraft they operate. JSP 550 states that an AOA, empowered by a LOD from the SofS, through the appropriate COS, shall be one of the following:
1 The military commander of a discrete organization, or
2 The Chief Executive of an MoD agency, or
3 The Chief Executive of a commercial company granted approval by the MoD regulator.
The delegation of AOA and hence the responsibility to preserve airworthiness occurs for each Service in the following way:
4 RN Aircraft.
4.1 AOA for all Fleet Aviation aircraft (all RN aircraft except the Commando Helicopter Force (CHF)) is delegated from CNS to Commander in Chief Fleet (CINCFLEET), and then to COS(Aviation) (COS(Avn)).
4.2 AOA for the CHF is delegated from CNS to CINCFLEET, who delegates it to CinC Land Forces (CINCLF) and then to Commander (Comd) Joint Helicopter Command (JHC).
5 Army Aircraft.
5.1 AOA for Army aircraft is delegated from CGS through DAAvn, who is charged with ensuring correct operational flying, to CINCLF who sub-delegates AOA for all Army aircraft to Comd JHC.
5.2 AOA for Army Unmanned Air Vehicles (UAVs) is delegated from CGS to Director Royal Artillery, who is charged with ensuring correct operational flying of UAVs.
5.3 The responsibility for preserving the maintenance airworthiness element of the AOA for all Army aircraft including UAVs is delegated from CGS to CINCLF, through Director Electrical and Mechanical Engineering (Army), who is charged with ensuring correct operational maintenance in accordance with the appropriate endorsed MAE policies and procedures. CINCLF then sub-delegates responsibility for preserving maintenance airworthiness of Army aircraft, other than UAVs, to JHC and responsibility for preserving maintenance airworthiness of Army UAVs to Land Command.
6 RAF Aircraft.
6.1 AOA for fixed-wing and Search and Rescue (SAR) RAF aircraft is delegated from CAS to CINCAIR.
6.2 AOA for rotary-wing aircraft, other than SAR, is delegated from CAS to 4CINCAIR to3 CINCLF who sub-delegates AOA for all RAF rotary-wing aircraft, other than SAR, to Comd JHC.
7 General responsibilities for the preservation of airworthiness
Whilst personnel with appropriate formal delegations will derive and promulgate the policies necessary to ensure the continued airworthiness of their aircraft fleets, all personnel operating within the scope of the SMS have a responsibility for implementing those policies for preserving airworthiness. Chapter 4.3 describes how such responsibility and accountability are assigned at the appropriate levels to ensure that all activities necessary for preserving airworthiness are carried out with due care and diligence, in accordance with the ADS and good engineering practice.
Front Line Commands (FLCs) and other relevant organizations (eg Defence Equipment & Support (DE&S) IPTLs, PJHQ) that have an executive responsibility for the preservation of airworthiness are to ensure that their authority level K and, if required, authority level J personnel are confirmed as being competent and therefore granted their authorizations by appointment. Personnel filling appointments so nominated by these organizations are termed ‘appointed’ authority level K or ‘appointed’ authority level J. The appointing organizations are to state in mid-level Aviation Engineering Policy (AEP) (see Chapter 1.10.1), or by means of an auditable alternative where mid-level AEP has not yet been adopted, any limitations imposed on an appointed authority level K or appointed authority level J (eg restriction of maintenance latitudes).
Where these organizations choose not to identify appointments with authority level J responsibility, the relevant appointed authority level K is to grant, as necessary, authority level J to suitable subordinates and promulgate the details in Aviation Engineering Standing Orders (AESOs); see Chapter 1.10.2. The authority level K is also to ensure that details of personnel authorized to deputize (eg to cover periods of absence) are promulgated by suitable means.
For deployments and operations, details of authority level K and, where appropriate, authority level J are to be published in the relevant Operation Order(s) issued by FLCs and/or Stns/Ships/Units. If responsibilities change during any operation (eg responsibility for a Sqn/Unit whilst embarked or disembarked from a ship), this is also to be made clear in any order. Guidance on embarked aviation policy is detailed in Chapter 2.12.
Where Sqns/Units from various organizations (eg FLCs and/or Depth organization(s)) are located on a single site or for deployments and operations, the division of responsibility is to be agreed between the relevant organizations. This division of responsibility is to be clearly stated in mid-level AEP, AESOs or Operation Orders.
All other personnel are to be authorized in accordance with Chapter 4.3.
8 Other organizations with airworthiness responsibilities
In addition to appointments within DE&S, there are other appointments and organizations, which, although they may not have specific Airworthiness Authority, or preservation of airworthiness delegations, have important airworthiness-related roles. These appointments and organizations are listed here for information:
1 4Air Systems, MOD Airworthiness Regulator (MAR) – manages JSP 553 (Military Airworthiness Regulations), provides military aviation engineering policy for the MAE via JAP 100A-01 (ie this publication) and provides advice to IPTs managing in-service aircraft on implementing airworthiness policy. MAR does not have an airworthiness delegation, but is the MOD airworthiness policy focal point.3
2 Directorate of Aviation Regulation and Safety (DARS) – establishes and promulgates MOD aviation safety, standards and regulations, provides the Defence Environment and Safety Board with independent assurance that safety management systems are safe, legal and effective, monitors the effectiveness of the Defence Aviation Safety Management System (DASMS) and regulates the safe conduct of aviation through management of the Military Aviation Regulatory Document Set (MARDS).
3 OC Handling Squadron – has responsibility for the airworthiness standards and the quality of the Aircrew Documentation provided in support of the clearance and Service operation of the aircraft. Such responsibility is to be detailed in any Customer Supplier Agreement with the IPT Leader; see JSP 553 Chap 6.
4 The Designer – both the industrial and Service Design Organizations (DOs) have a general responsibility for airworthiness under the HSWA; however, specific airworthiness responsibilities are also detailed in the contract from the IPT Leader; see JSP 553 Chap 4 and Annexes E and N.
5 Equipment Capability Customer (ECC) – Directors of Equipment Capability (DECs) act as the ECC or Central Customer throughout the life of the project, but do not have a delegation for airworthiness or for the regulation of flying.
6 The User – at or around the in-service date (after the initial issue of the GARP but prior to the RTS), the airworthiness customer role passes from the DEC to the User.
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This chapter refers to the following publications and web sites:
1 Air Navigation Order.
2 JSP 550 – Military Aviation Policy, Regulations And Directives (via http://www.mards.dii.r.mil.uk/home.pdf).
3 JSP 551 – Military Flight Safety Regulations (via http://www.mards.dii.r.mil.uk/home.pdf).
4 JSP 553 – Military Airworthiness Regulations (via http://www.mards.dii.r.mil.uk/home.pdf).
10 Military aviation safety organization
Although it is outside the scope of this chapter to cover the roles and responsibilities of the many military aviation safety organizations, details of which can be found in the JSP 550 series, it is essential to have an insight into the overall organization of aviation safety in the MAE. For this purpose, Figure 1 is provided for reference and information.
Figure 1. Organization of Military Aviation Safety.
