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RASO-WA UAU PRESENTATION
Introduction. 1. Introduce.2. Situation in Liberia and neighboring areas. (Witch Doctor, Voinjama, Guinea border – 7 miles)3. Social situation in Liberia. (Unemployment, 1USD/day e.t.c.)4. The consequences of awaited withdrawal of UNMIL. (local population less friendly, funds restrictions)5. Criminal situation.(On the 5th and 10th of March 2010 two Armed robberies occurred at 16th Street, Sinkor, at almost the same time (2100hrs) with one fatality and one injury. In both cases the armed suspects targeted foreign nationals walking down the street. In both cases suspects used a motorcycle and a cutlass to inflict injuries to their victims. The suspects wore dark shirts and were about 20-25 years old)
SEA - ST/SGB/2003/13 (Secretary General Bulletin 09/10/2003) • Sexual Exploitation • Any actual or attempted abuse of a position of vulnerability, differential power or trust for sexual purposes, including but not limited to, profiting monetarily, socially or politically from the sexual exploitation of another • Sexual Abuse • Actual or threatened physical intrusion of a sexual nature, whether by force or under unequal or coercive conditions.
Guidelines and Prohibitions on SEA as per ST/SGB/2003/13 • Sexual activity with children (persons under the age of 18) is prohibited. • Exchange of money, employment, goods, assistance or services for sex, e.g. sex with prostitutes, is prohibited. • Sexual relationships with beneficiaries of assistance are strongly discouraged.
UNMIL Aviation Fleet Composition • aircraft operating in UNMIL • MI-8 MTV/AMT: 9 • MI-8 MT: 3 • MI-26 T: 1 • MI-24: 3 • B-757 (fixed wing): 1 • Dash-7 (fixed wing):1 • Beech-200 (fixed wing): 1
DPKO Aviation Safety Structure Aviation Safety Section UNHQ SRSG Aviation Safety Unit DMS Other DMS Sections CISS CAS Aviation Section • Accidents are wasteful in human lives, finance, transport resources and property, and are a serious handicap to the political and operational effectiveness of Peacekeeping Operations. • The UN will make every effort and pursue all available means to prevent aviation accidents and incidents during operations, which are conducted by civilian air operators, military forces or Member-States, on its behalf.
The goal of Aviation Safety Unit To prevent aircraft accidents and thereby preserve life and property of UN staff as well as others who may have been placed in the Organization`s care. This goal shall be perused through a combination of comprehensive practices for aeronautical operations, and an effective Aviation Accident Prevention Program.
The Basic Philosophy of Ensuring of Aviation Safety The approach to ensuring of aviation safety is based on the philosophy that it is irresponsible and wasteful to wait for an accident to happen, then figuring out how to prevent it from happening again. We manage risk to make our chances of success as great as possible, while making our chances of failure, injury or loss as small as possible. It is a common sense approach to balancing the risks against the benefits to be gained in a situation and then choosing the most effective course of action.
What is Safety? In aviation the complete elimination of incidents and accidents is unachievable. Failures will occur, in spite of the most accomplished prevention efforts. So, control of risks and control of errors are acceptable in an inherently safe system. For this fundamental reason, ICAO defines safety as the state in which the risk of harm to persons or property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and risk management.
What are hazard and risk? Hazard– condition or object with the potential of causing injuries to personnel, damage to equipment or structures, loss of material, or reduction of ability to perform a prescribed function. Risk– the assessment, expressed in terms of predicted probability and severity, of the consequence(s) of a hazard affecting an air asset, taking as reference the worst possible situation. Probability– the likelihood that an unsafe event, or condition might occur. Severity– the possible effects of an unsafe event or condition, taking as reference the worst possible situation.
Principles of Aviation Operational Risk Management (ORM): • Do not accept unnecessary Risk • Accept risk only when the benefits outweigh worst possible outcome • Make risk decisions at the appropriate level • ORM process is fully integrated at all levels of Planning and Execution
It must be always assumed in operation that all safety management activities should be proactive which means that accidents and incidents must be prevented by mitigating of any unsafe conditions, operations and procedures in order to reduce the risks to as low as reasonably practicable.
In UN operation the most restrictive policy is applied. The restrictions are ongoing from: National Regulations of Operator. ICAO Regulations. UN Regulations. Mission Regulations. Hosting Country Regulations.
Reporting System Sound safety management and effective accident prevention is based on a full, accurate and timely reporting system of all occurrences and hazards, followed by a timely investigation of the incident, a dissemination of the recommendations and required actions to all involved. This is a basic requirement that places a great responsibility on the safety of the organization at all levels. Observed Hazard Report In general, people are the most important aspect in the process of identifying, reporting and controlling hazards. The Observed Hazard Report (OHR) is a tool that allows all UN personnel to report hazards to the appropriate areas as soon as they become aware of them, therefore contributing to the general safety level of the Organization
How to report • Use on-line form in Intranet (Quick Link UNMIL Forms); • Lotus Notes, E-mail; • Phone call, verbal report; Ext: 7347, 7395, 7396, • Cell: (0531) 9282, 9525, 9646 • By mail (hard copy). OFFICE: RASO-WA EXECUTIVE HANGAR SPRIGGS PAYNE AIRFIELD MONROVIA. ALL INFORMATION ABOUT A PERSON SUBMITING A REPORT TO US IS ALWAYS TREATED AS CONFIDENTIAL.
RASO-WA AVIATION SAFETY is Everyone's RESPONSIBILITY. Please always remember that in any cases of aircraft occurrence or when you observe any aviation hazard do not hesitate to contact us. Chief RASO –WA – Eduardo Mautone Ext: 7347 Cell phone: 05-31-9282 Lotus Notes address: mautone@un.org Aviation Safety Officer – Julius A. Ocaka Ext: 7395 Cell phone: 05-31-9525 Lotus Notes address: ocaka@un.org Aviation Safety Assistant: OleksandrKonevskyi Ext: 7396 Cellphone: 05 -31- 9646 Lotus Notes address: konevskyi@un.org
Example of Subject To be Reported Unruly Passengers Are the Passengers Behaving in The Following Manner: • Physical assault, verbal abuse or sexual harassment. • Behaving recklessly or negligently in a manner likely to endanger aircraft or an occupant. • Smoking in any compartment where smoking is prohibited. • Disobeying lawful commands from the commander of the aircraft. • Behaviour which is violent, argumentative, threatening, intimidating or disorderly, including harassment. All unruly passengers shall be denied boarding any UNMIL aircraft and shall be reported immediately to Aviation Safety Unit.
All staff should provide in-time reporting about all flights, meteorological conditions and security situation to Air Operations Duty Officer, to Meteorological officer and to Flight Following Officers. • All staff should immediately report to Aviation Safety Unit any observed hazards, unsafe practices and procedures and about any occurrences connected with operation of UNMIL Aviation. • Uniformed staff operating under the LOA should never forget that they are under the command of DCOO (military), Air Ops Officer and must report about all hazards, security issues and incidents to him as well. The situation when military Air Ops officer is the last person to know about any hazards and occurrences is unacceptable.
Vehicles and handling equipment • Random parking of vehicles and handling equipment outside the designated parking areas represents a safety hazard to both aircraft and other traffic. • Only essential vehicles are permitted to apron, or HLS. • Vehicle access into the airside (including VIPs cars) and movement on the ramp shall be strictly controlled and monitored. Gates at entry and exit points shall be closed immediately after the vehicle has passed irrespective of the duration the vehicle will take in the airside. • Access points to the ramp will be manned or sealed at all times. • Maximum vehicle speed not more than 15 km/h. • Hazard lights must be on all vehicles to enable other people and crew to see them easily. • No passing is acceptable under any part of an aircraft including rotor blades. • The distance of at least 50 meters must be maintained behind the aircraft with running engine(s). • The minimum clearance between a helicopter using a helicopter stand with its engines running and an object or any aircraft on another stand shall not be less than half the greatest over-all width of the helicopters that the stand is intended to serve. This minimum clearance also applies for two aircraft with the engines running. • Vehicles or handling equipment must not be parked or left in places where they should not prevent other vehicles from moving forward and away in case of an emergency. • The path of a fuel service truck must always be free. • REMEMBER: - Aircraft always have the right of way.
Vehicle approaching the aircraft • Do not move without crew permission. • Maximum speed – 15km/h. • Stop no closer to aircraft than 3 m except when required for loading/unloading or serving aircraft. • Follow instructions of load master/crew member whilst loading/offloading. • After stopping – use wheel chocks • Do not pass under any part of an aircraft • Driving at the airport can be dangerous
Parking of vehicles • Use designated parking zones (whenever possible) • Don’t park where it will cause an obstruction. • Never obstruct the path of a fuel service truck (they must be able to drive away without obstruction in case of fire)
Transportation of Personnel • ALO has to check-in the passengers using the manifests prepared by the MOVCON Booking Office and to assemble them for the pre-boarding safety briefing. • When transporting passengers, the ALO loading staff should ensure that : • Passengers are properly briefed, cell phones switched-off, caps/beret off • They are grouped together and position in a secure safe place, • They face away from the helicopter during take-off and landing, • They are grouped in pairs, and ready to board in turn when the pilot gives the boarding signs, • Passengers with ammunition are made to clear their weapons before boarding.
Dangerous Goods • Never allow any of these items on board any UNMIL or any aircraft. • For any of these items to be loaded on board an aircraft, there must be the following”: • Proper packaging and labeling with international signs • Valid Dangerous Goods certificate of transportation duly signed • The pilot has accepted it on board. Transportation of Animals Carriage of animals on board UNMIL aircraft is prohibited and the only exception is the carriage of dogs as part of canine units with formed police units. (SOP Section II Chapter 9 Paragraph 9.6 Vers.1 August 2007)
Rotor Wash Effect. Helicopters with running engines in the proximity of ground surface create additional hazard of rotor wash effect which may cause significant damages of ground infrastructure, reduced visibility due to dust washed out by rotors and injures to people.
Example of the Worst Possible Consequences. UNO XXX was scheduled to fly Ed Damazin - Kurmuk - Yabus - Kurmuk - Ed Damazin. During the landing maneuver at Kurmuk helipad the conditions of the area were suitable only for landing without use of ground effect. After hovering at an altitude of 20 meters a U - turn was made into a prepared center of airfield site, near fuel tank to refuel the aircraft. Rotor wash has damaged a temporary tent erected at a distance of 30 meters from the helipad; as a result one man was injured on his head. During the landing the crew did not see people around the tent. A member of SAF (national monitor) was standing talking to another UNMO member unaware, under a shelter which was not properly fixed to the ground which made it fly all over by the strong wind caused by the helicopter while landing and one of stands of shelter hit his head. The man felt down unconscious immediately. He was taken to clinic (level 1 hospital) where after 15 minutes the doctor advised to take him to higher level hospital because this injure was found dangerous. A medevac was programmed and the injured person sent to Khartoum. SEE THE CHART NEXT PAGE
OPERATIONAL RISK EVALUATION
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