曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

electronically stored, constituting a databank of worldwide occurrences.
7.4.2 ICAO does not require States to investigate incidents. However, if a State does investigate a
serious incident, it is requested to submit formatted data to ICAO. The types of serious incidents of interest
to ICAO include:
a) multiple system failures;
b) fires or smoke on board an aircraft;
c) terrain and obstacle clearance incidents;
d) flight control and stability problems;
e) take-off and landing incidents;
f) flight crew incapacitation;
g) decompression; and
h) near collisions and other serious air traffic incidents.
European Co-ordination Centre for Aviation Incident Reporting Systems (ECCAIRS) 2
7.4.3 Many aviation authorities in Europe have collected information about aviation accidents and
incidents. However, the number of significant occurrences in individual States was usually not sufficient to
give an early indication of potentially serious hazards or to identify meaningful trends. Since many States
had incompatible data storage formats, pooling of safety information was almost impossible. To improve this
situation, the European Union (EU) introduced occurrence-reporting requirements and developed the
ECCAIRS safety database. The objective of these moves was to improve aviation safety in Europe through
2. For more information on ECCAIRS, visit their website at http://eccairs-www.jrc.it.
7-6 Safety Management Manual (SMM)
the early detection of potentially hazardous situations. ECCAIRS includes capabilities for analysing and
presenting the information in a variety of formats. The database is compatible with some other incident
reporting systems, such as ADREP. Several non-European States have also chosen to implement
ECCAIRS to take advantage of common classification taxonomies, etc.
7.5 STATE VOLUNTARY INCIDENT REPORTING SYSTEMS
7.5.1 A number of States operate successful voluntary incident reporting systems that utilize common
features. Two such systems are described in 7.5.2 to 7.5.5.
Aviation Safety Reporting System (ASRS)3
7.5.2 The United States operates a large aviation occurrence reporting system known as the Aviation
Safety Reporting System (ASRS). The ASRS operates independently from the Federal Aviation
Administration (FAA) and is administered by the National Aeronautics and Space Administration (NASA).
Pilots, ATCOs, cabin crew, AMEs, ground personnel, and others involved in aviation operations may submit
reports when aviation safety has been considered to be compromised. Samples of reporting forms are on
the ASRS website.
7.5.3 Reports sent to the ASRS are held in strict confidence. All reports are de-identified before being
entered into the database. All personal and organizational names are removed. Dates, times and related
information, which might reveal an identity, are either generalized or eliminated. ASRS data are used to:
a) identify systemic hazards in the national aviation system for remedial action by appropriate
authorities;
b) support policy formulation and planning in the national aviation system;
c) support research and studies in aviation, including Human Factors safety research; and
d) provide information to promote accident prevention.
7.5.4 The FAA recognizes the importance of voluntary incident reporting to aviation safety and offers
ASRS reporters some immunity from enforcement actions by waiving penalties for unintentional violations.
With over 300 000 reports now on file, this database supports research in aviation safety — especially
relating to Human Factors.
Confidential Human Factors Incident Reporting Programme (CHIRP)4
7.5.5 CHIRP contributes to the enhancement of flight safety in the United Kingdom by providing a
confidential reporting system for all individuals employed in aviation. It complements the United Kingdom’s
Mandatory Occurrence Reporting System. Noteworthy features of CHIRP include:
3. The ASRS website is at http://asrs.arc.nasa.gov.
4. Visit the CHIRP website at http://www.chirp.co.uk.
Chapter 7. Hazard and Incident Reporting 7-7
a) independence from the regulatory authority;
b) broad availability (including flight crew, ATCOs, licensed AMEs, cabin crew and the general aviation
community);
c) confidentiality of reporters’ identities;
d) analysis by experienced safety officers;
e) existence of newsletters with broad distribution to improve safety standards by sharing safety
information; and
f) participation by CHIRP representatives on several aviation safety bodies to assist in resolving
systemic safety issues.
7.6 COMPANY REPORTING SYSTEMS
In addition to State-operated incident reporting systems (both mandatory and voluntary), many airlines, ATS
　
中國(guó)航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Safety Management Manual (SMM) 安全管理手冊(cè)(54)