United Nations Aviation Stds

UNITED NATIONS
AVIATION SAFETY
MANUAL
Aviation Safety Manual

Revision 6 1 February 2003
Foreword
Some areas of activity in this publication stipulate requirements that are in addition to
the basic requirements listed in the International Civil Aviation Organization (ICAO)
Standards and Recommended Practices (SARPS). These additional requirements are
necessary to accommodate the operational needs of the UN peacekeeping mission and
will be fulfilled by all flying units operating for the UN under charter agreement, Letter
of Assist, Pro Bono or as part of Contingent Owned Equipment. The material
presented in this publication is to facilitate Aviation Safety management in the
Department of Peacekeeping Operations (DPKO) and does not imply the expression of
any opinion whatsoever on the part of any United Nations body concerning the legal
status of the authority of any company, country or organization.
Purpose Statement
The United Nations Aviation Safety Manual is designed to provide United Nations (UN)
aviation safety officers, senior managers, staff and personnel, with an understanding
of the concept of aviation safety management in the United Nations and with the
procedures for its implementation. This manual should be read in conjunction with
UN Aviation Standards for Peacekeeping and Humanitarian Air Transport Operations
(AVSTADS) and relevant International Civil Aviation Organization (ICAO) Standards
and Recommended Practices (SARPS). Where ambiguity exists, the ICAO SARPS should
be applied.
Applicability
All DPKO staff members who have responsibilities related to management, planning,
execution and oversight of air activities at UNHQ and in the field. All personnel of
civilian operators or Governmental Organizations who provide air assets to DPKO
under charter agreement, letter of assist, pro bono or that are part of a contingent as
contingent owned equipment. All personnel from other UN organizations, or non UN
organizations, or single individuals that come into contact with, or provide services to,
or utilize DPKO operated aircraft.
Roles and Responsibilities

The Under Secretary-General for Peacekeeping Operations, the Assistant SecretaryGeneral for Mission Support, the Director Logistics Support Division, the Chief UNHQ
Aviation Safety Unit, the Heads of Mission, the Directors of Administration/Chief
Administrative Officers, the Mission Aviation Safety Officers have direct roles and
responsibilities in the management of aviation safety. These are specified in detail in
the appropriate parts of the Manual. Additional personnel at UNHQ and field level
with lesser roles and responsibilities in aviation safety are also specified in the body of
the Manual.
Effective Date
This Revision 6 is effective from 1
February 2003. The United Nations

ii

Aviation Safety Manual will be reviewed at least annually and revised when and where
necessary to accommodate new UN requirements, technological advances in aviation
and new concepts of safety management.
Supersession Statement
This Revision 6 supersedes all previous revisions of the United Nations Aviation Safety
Manual.
Office(r) of Primary Responsibility

This publication is prepared by the Aviation Safety Unit, Office of the Director,
Logistics Support Division, Department of Peacekeeping Operations, United Nations
Headquarters, New York. The primary author is Mr. Giorgio Bindoni, Chief Aviation
Safety Unit. Further information concerning aviation safety in the field missions or
specific questions related to the safety of air Operations can be obtained from:
Aviation Safety Unit
Logistics Support Division
Room U-312
UNITAR Bldg.
New York, N.Y. 10017
Tel: (212) 963-1600 / 1751 / 7307
Fax: (212) 963-3881
Signature of Approving Authority
//signed//
Luiz da Costa, Officer-in-Charge
Office of Mission Support
Department of Peacekeeping Operations
United Nations
Room S-2260
New York, NY 10017
iii

EXECUTIVE SUMMARY
1. 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.
2. The causes of accidents originate in a variety of ways, ranging from an incorrect
statement of the operational requirement, through design, production and
development, to the operation and maintenance of aircraft. They also originate in the
attitude of the Operator, training of personnel and the operational risks that are
inherent in every Peacekeeping mission. The great majority, however, can be traced to
human failings. In Peacekeeping missions, this can be countered by higher
professional operating standards, maintenance, administration, staff work, high
morale and by an adequate corporate safety culture; all these are products of inspired
leadership. It is therefore executives at all levels, both at Headquarters and in the
Missions, who can do most for accident prevention. They are responsible and
accountable for operational efficiency, so they must be responsible for the
implementation of safety management.
3. Experience has shown that, to keep accident rates low, it is necessary to establish
a formal Aviation Safety Policy and an adequate safety organization. Such an
organization must be advisory and not executive. Safety management is not a means
of achieving operational efficiency and is not an end in itself. The United Nations
Aviation Safety Policy seeks the prevention of accidents through the implementation of
ICAO Standards and Recommended Practices.
4. To be effective, a safety organization must be independent of executive branches,
be of equal status to them and be directly under, or have right of access to, the
executive decision levels. To be efficient in its task it must have an adequate system
for reporting, investigating, collating, studying, analysing, and exchanging accident
data. It must be able to advise on accident risks, seek potential causes, suggest
remedial action and publicize accidents and their causes so that all may benefit from
the experience of the few. Thus, safety management does not run counter to the
operational objectives of a Peacekeeping Mission, from which it is inseparable.
5. Sound Safety management is based on full and accurate reporting of all
occurrences, since reporting of occurrences and its dissemination at all levels is one of
the most effective tools for accident prevention. At the same time, an established
programme for the evaluation of vendors performances and for the inspection of all
aircraft employed on Letters of Assist, long and short-term charters, contributes to the
maintenance of high standards of safety effectiveness.
6. In the tragic event of an accident, the UN Aviation Safety Organization has the
capability and the tools for conducting Technical Investigations of aircraft accidents
for the purpose of accident prevention, in accordance with ICAO Standards and
Recommended Practices. The Missions concerned with the accident will also execute a
Mission Board of Inquiry, in accordance with existing UN Administrative regulations
and with detailed provisions for the
conduct of BOIs related to aircraft
iv

accidents.
7. In the event of an accident, all Missions have available standardised procedures for
the implementation of an Aircraft Emergency Response Plan aimed at providing
maximum protection of life and property, while co-ordinating actions aimed at an
accurate investigation.

UNITED NATIONS AVIATION SAFETY POLICY

Introduction
1. Peacekeeping aviation operations, by their very nature, are complex and hazardous
activities. To provide its field missions with mobility the United Nations (UN) employs a
wide range of fixed-wing and rotary-wing aircraft, each with its own particular
operating capabilities and limitations. Depending on security considerations, these
aircraft may be either military or civilian, or a combination of both, and may have been
drawn from different countries of registration. More often than not, flight operations
are carried out under very challenging environmental conditions and in venues that
have little or no aviation infrastructure. As a result, the peacekeeping flight activities
that the UN asks its military and civilian aircrews to perform are some of the most
difficult and dangerous missions to be found in the aviation profession.
Goal
2. As the UN places the highest premium on the safety and security of its personnel,
it shall always be the goal of the Organization to prevent aircraft accidents and thereby
preserve the life and property of UN staff as well as others who may have been placed
in the Organizations care. This goal shall be pursued through a combination of
comprehensive practices for aeronautical operations, an effective aviation safety
accident prevention programme and a related structure.
Policy
3. The UN will make every effort and pursue all avenues available to prevent aviation
accidents and incidents during operations, which are conducted by civilian air
operators, military forces or Member-States, on its behalf.
4. The Department of Peacekeeping Operations (DPKO) shall establish specific
Aviation Standards and a formal Aviation Safety Programme, which includes explicit
practices, procedures and structures, with the objective of minimizing the risks
inherent in peacekeeping aviation operations and preventing aviation accidents. These
standards and programme will be developed and implemented in coordination with
other UN Agencies, Programmes and Funds as well as Member-States that participate
in peacekeeping operations worldwide. Individual roles and relations shall be specified
in dedicated Memorandum of Understanding.
5. The Aviation Standards and the Safety Programme will be evaluated periodically.
The results of these evaluations shall be communicated to the Secretary-General
biannually.
Duties and Responsibilities
6. The primary responsibility for the safety of peacekeeping aviation operations rests
with the Under-Secretary-General for Peacekeeping Operations (USG/DPKO), who is
vi

vested with the authority to promulgate standard practices for regulating UN aviation
activities and to establish the UN Aviation Safety Programme. The USG/DPKO will also
chair the Headquarters Aviation Safety Council as established in paragraph 9 below.
7. The USG/DPKO will exercise this authority to promulgate Aviation Standards
(AVSTADS)for regulating UN aviation activities and to establish the UN Aviation Safety
Programme through the Assistant Secretary-General for the Office of Mission Support
(ASG/OMS).
8. The Director, Logistics Support Division (Dir/LSD) shall be responsible for
developing and presenting Standard Operating Procedures (SOPs) for regulating
aviation activities to the ASG/OMS for approval. The Dir/LSD will also evaluate the
compliance with UN approved standards (AVSTADS) and ensure that the cost
estimates, prepared by the Department on behalf of each field mission or political
office, make adequate provision for implementing these standards and the associated
aviation safety recommendations approved by the ASG/OMS.
9. A dedicated Aviation Safety Structure at UN Headquarters (UNHQ) and in the field
assists the ASG/OMS and the Dir/LSD in the establishment, design and management
of the UN Aviation Standards (AVSTADS), the Aviation Safety Programme and the
Standard Operating Procedures.
10. In this connection, the UN AVSTADS and SOPs shall conform to the minimum
standards, as described in the International Civil Aviation Organization (ICAO)
Standards and Recommended Practices (SARPS). The UN will also promulgate
standards and/or operating procedures for matters that SARPS may not adequately
address. Wherever practicable, UN practices will adopt relevant practices that are
recommended by SARPS.
11. Heads of Missions and Offices shall be responsible and accountable to the
USG/DPKO for the effectiveness and safety of aviation activities within their respective
missions and offices. They shall adhere to the UN AVSTADS, and take the necessary
action to mitigate risks associated with peacekeeping aviation operations by
implementing the Aviation Safety Programme at the Mission level.
12. All managers and personnel involved in aviation activities shall be aware of, and
shall take all reasonable efforts to minimize, the risks associated with peacekeeping
aviation operations.
Aviation Safety Programme
13. DPKO Aviation Safety Programme will promote aviation safety awareness and
accident prevention at all levels of management, by providing the systematic basis for
identifying operational hazards and other institutional practices that increase the risk
of injury, death or property damage due to aircraft accidents and incidents beyond
acceptable levels, taking into account relevant subject cycles.
14. The Aviation Safety Programme will provide guidelines and establish resource
requirements for aircraft mishap prevention activities, reporting and investigation of
vii

aviation occurrences, review and analysis of occurrence data, safety education and
training activities as well as periodic aviation safety assistance visits.
15. An Emergency Response Plan (ERP) shall be prepared at UNHQ by DPKO Situation
Centre and Aviation Safety Section and maintained by the SitCen, and in each UN field
operation that routinely conducts flight operations. These ERPs will be assessed
routinely.
16. An Aviation Safety Council shall be established at UNHQ, and in each UN field
activity that routinely conducts flight operations. The UNHQ Council will be chaired
by the USG/DPKO and will meet at least once every six months or when deemed
necessary by the Chairman. The Council will be composed by the ASG/OMS, the ASG
for the Office of Operations, The Military Advisor, the Office of the Deputy SecretaryGeneral, the Office of the Security Coordinator, the Spokesman for the SecretaryGeneral, the Director of LSD, the Chief of Situation Centre, the Civilian Police Advisor,
the Chief of the Medical Support Unit, the General Legal Division of the Office of Legal
Affairs, the Office of Central Support Services, the Office of Human Resources
Management and, the Department of Political Affairs. The Members of the Committee
should be made up of senior management, or their representatives designated by them
to take and authorize decisions.
Aviation Safety Structure
17. An Aviation Safety Structure is established at UNHQ and in the field to provide
expert advice to DPKO and other Secretariat Management on matters of aviation
safety, risk management, accident prevention, investigation and related legal matters
and to implement the UN Aviation Safety Programme.
18. The Aviation Safety Structure shall be composed exclusively of qualified and
experienced professional aviation safety specialists, aircraft accident investigators and
aviation lawyers. These specialists shall evaluate aircraft accident and incident
information, assess registered air carriers, conduct assistance visits to field
operations, undertake research and perform risk assessments to identify specific
operating practices that require management review. They shall also recommend
proposed revisions to operating practices to reduce risks and improve safety
performance.
19. Aviation Safety personnel at each level shall develop and maintain a close and
effective working relationship with their respective air operations counterparts to
ensure that identified hazards, and other matters affecting aviation safety, are brought
to the Managements attention and resolved at the minimum level of authority
possible.
20. Only qualified and experienced professional aircraft accident investigators,
designated by the ASG/OMS, shall conduct internal DPKO accident investigations and
represent the UN as accredited members of panels convened by Contracting States
under the provisions of Annex 13 of the Chicago Convention on Civil Aviation to
investigate accidents involving any aircraft operated by, for, or on behalf of, the UN.
viii

Table of Contents
Foreword .......................................................................................................... ii
Purpose Statement ........................................................................................... ii
Applicability..................................................................................................... ii
Roles and Responsibilities................................................................................ ii
Effective Date .................................................................................................. ii
Supersession Statement .................................................................................. iii
Office(r) of Primary Responsibility................................................................... iii
EXECUTIVE SUMMARY.................................................................................... iv
UNITED NATIONS AVIATION SAFETY POLICY.................................................. vi
Introduction .................................................................................................. vi
Goal .............................................................................................................. vi
Policy ............................................................................................................ vi
Duties and Responsibilities............................................................................ vi
Aviation Safety Programme ........................................................................... vii
Aviation Safety Structure.............................................................................viii
Table of Contents ............................................................................................ ix
DEFINITIONS .................................................................................................xvi
1.
ORGANIZATION ...................................................................................... 1
1.1.
PRINCIPLES OF AVIATION SAFETY MANAGEMENT............................. 1

1.1.1.
1.1.2.
1.1.3.
1.1.4.
1.1.5.
1.1.6.
1.1.7.
1.1.8.
1.1.9.
1.2.
Concept of Aviation Safety Management ...........................1

The role of the UN management .......................................1
Principles of Safety Organization ......................................3
Implementation of Safety Management .............................3
Reporting.........................................................................3
Investigation ....................................................................4
Study and Analysis ..........................................................4
Remedial Action ...............................................................4
Education and Awareness ............................................... 5
ORGANIZATIONAL STRUCTURE.......................................................... 7
1.2.1.
1.2.2.
Introduction.....................................................................7
Aviation Safety Internal Structure - Organizational
ix

1.2.3.
1.2.4.
1.3.
STAFFING AND TERMS OF REFERENCE .......................................... 11

1.3.1.
1.3.2.
1.3.3.
1.3.4.
1.3.5.
1.4.
1.4.2.
1.4.3
1.4.4
1.4.5
Introduction...................................................................29
Composition ..................................................................29
Council Management .....................................................30
Suggestions for Agenda Items.........................................31
Minutes ........................................................................ 32
MISSION AVIATION SAFETY ASSISTANCE VISITS AND SURVEYS ..... 33

1.6.1
1.6.2
1.6.3
1.6.4
2.
United Nations Headquarters Aviation Safety Unit (UNHQASU) ..............................................................................18

Safety Surveys ...............................................................19
Mission Aviation Safety Unit (M-ASU) .............................19
Initial procedures in case of accident..............................23
Air Operators/Military Units Safety Officers .................. 27
MISSION AVIATION SAFETY COUNCIL.............................................. 29

1.5.1
1.5.2
1.5.3
1.5.4
1.5.5
1.6
Staffing of Appointments ................................................11

Experience Retention .....................................................16
Training of Safety Staff...................................................16
Additional Expertise.......................................................17
Relationship with Operators .......................................... 17
AVIATION SAFETY ORGANIZATION RESPONSIBILITIES .................... 18

1.4.1.
1.5
Principles.........................................................................7
Vertical Structure of the Aviation Safety Organization.......8
Objectives of the United Nations' Aviation Safety
Organization ................................................................. 10
Introduction...................................................................33
Types of Assistance Visits and Surveys...........................33
Timing of Assistance Visits and Surveys .........................34
Visit Checklist............................................................... 35
ACCIDENT PREVENTION PROGRAMME................................................. 36

2.1
MISSION ACCIDENT PREVENTION PROGRAMME ............................. 36

2.1.1
2.1.2
2.1.3
2.2
Introduction...................................................................36
Principles.......................................................................36
Elements of the Programme .......................................... 38
RISK ASSESSMENT .......................................................................... 39

2.2.1
2.2.2
Introduction...................................................................39
Risk
Assessment Guides
39
x

2.3
2.2.3
General Compilation Instructions...................................40
2.2.4
Safety Indicators ............................................................41
IDENTIFICATION OF AVIATION SAFETY HAZARDS THROUGH FOCUS
GROUP DISCUSSIONS ...................................................................... 42
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
OTHER CORE ACTIVITIES ................................................................ 45

2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
3.
Introduction...................................................................42
Identification Of Aviation Safety Hazards Through Focus
Group Discussions.........................................................42
Purpose .........................................................................42
Process for identifying hazards .......................................42
Managing the focus groups meetings ............................ 43
Introduction...................................................................45
Airfield, Helipad And Ground Handling/Services Surveys.45
Aircraft/Helicopter Operations And Maintenance Surveys.
46
Aviation Safety Briefings And Training Sessions .............46
Generic Briefing .............................................................46
Movcon, Air Operations And Airport Management And
Ground Handling Personnel Briefing ..............................47
Crew Briefing ................................................................ 47
REPORTS ............................................................................................. 48
3.1
PRINCIPLES OF REPORTING............................................................. 48
3.1.1
3.1.2
3.2
PRELIMINARY AIRCRAFT OCCURRENCE REPORT ............................ 50

3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.3
General..........................................................................50
Timing of Report ............................................................51
Compilation Responsibilities ..........................................52
Investigation of the Occurrence ......................................52
Final Report...................................................................52
Aircraft Commander Responsibilities............................. 54
AVIATION OBSERVED HAZARD REPORT .......................................... 56

3.3.1
3.3.2
3.3.3
3.4
Introduction...................................................................48
Reporting Procedures .................................................... 48
General..........................................................................56
Reporting Procedures .....................................................56
General instructions ..................................................... 56
AIRCRAFT INSPECTION REPORT LONG TERM CHARTER ................. 58

3.4.1
General........................................................................... 58
xi

3.4.2
3.4.3
3.4.4
3.5
AIR OPERATORS PERFORMANCE EVALUATION............................... 67

3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.6
General..........................................................................94
Timing of Report ............................................................94
Instructions for Compilation ......................................... 94
FREIGHT FORWARDING COMPLIANCE REPORT ............................... 95

3.9.1
3.9.2
3.9.3
4.
General..........................................................................92
Timing of Report ............................................................92
Instructions for Compilation ......................................... 92
LOA MILITARY AIRCRAFT PERFORMANCE EVALUATION .................. 94

3.8.1
3.8.2
3.8.3
3.8.4
3.9
General..........................................................................78
Timing of Report ............................................................78
Instructions for Compilation ..........................................79
Carrier Evaluation .........................................................81
Carriers Performance Evaluation ...................................85
Troop Rotating Assessment Report .................................88
Carrier Report............................................................... 90
LOA MILITARY AIRCRAFT INSPECTION............................................. 92

3.7.1
3.7.2
3.7.3
3.7.4
3.8
General..........................................................................67
Timing of Report ............................................................67
Instructions for Compilation ..........................................68
Air Operators Evaluation .............................................. 71
CARRIERS ASSESSMENT REPORT ................................................... 78

3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.6
3.6.7
3.6.8
3.7
Timing of Report ............................................................58

Instructions For Compilation ........................................ 59
General..........................................................................95
Timing of Report ............................................................95
Compilation Responsibilities ......................................... 95
INVESTIGATIONS AND BOARDS OF INQUIRY ........................................ 97

4.1
INVESTIGATION OF AIRCRAFT ACCIDENTS...................................... 97

4.1.1
4.1.2
General..........................................................................97
Definition........................................................................ 98
xii

4.1.3
UN Aviation Safety Technical Investigation .....................99
4.1.4
Purpose of ASTI .............................................................99
4.1.5
Scope.............................................................................99
4.1.6
Board of Inquiry.............................................................99
4.1.7
Confidentiality .............................................................100
AVIATION SAFETY TECHNICAL INVESTIGATION............................. 101
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.2.8
5.
Circumstances.............................................................101
Authority .....................................................................101
Composition ................................................................101
Responsibilities............................................................101
Execution ....................................................................103
Assistance Available to the ASTI ...................................105
Immediate Reporting of Aviation Safety Hazards ...........106
Reports ....................................................................... 106
EMERGENCY RESPONSE PLAN ........................................................... 108

5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
5.11
5.12
Annex A
A1
A2
A3
Annex B
B1
B2
B3
B4
B5
B6
Annex C
C1
Introduction .....................................................................................108
Purpose............................................................................................108
Objective ..........................................................................................108
Function ..........................................................................................108
Task Assignments ............................................................................109
Example of an Emergency Response Plan .........................................110
Drills/Exercises ...............................................................................110
Types Of Drills/Exercises .................................................................111
Desk Top Exercises ..........................................................................111
Communication Drills ......................................................................111
Area or Particular Task Assignment Drills.........................................112
Full Drill
.................................................................................. 112
TRAINING ..................................................................................... 114

Training Policy .................................................................................114
Basic Training ..................................................................................114
Advanced Training........................................................................... 115
SUGGESTED MISSION SURVEY CHECKLIST ................................. 119
Safety Management ..........................................................................119
Accident Prevention Programme .......................................................119
General Operation of Aircraft ............................................................120
Airfield .............................................................................................120
Air Traffic Control.............................................................................121
Instrument Approach and Landing Aids........................................... 122
GUIDELINES TO MISSIONS ON BUDGET COMPILATION ................ 123
General ............................................................................................123
xiii

C2
C3
C4
C5
C6
Personnel Posts ................................................................................123

Travel...............................................................................................124
Training ...........................................................................................124
Equipment .......................................................................................124
Publications .................................................................................... 124
Appendix 1 to Annex C
1.C1 Mission
1.C2 Execution
AVIATION SAFETY SUPPORT PLAN ........................ 125

...................................................................................125
.................................................................................. 125
ACCIDENT INVESTIGATION KIT............................. 126
Annex D
EXAMPLE OF MISSION ACCIDENT PREVENTION PROGRAMME .... 129
Annex E
OMISSIS ....................................................................................... 130
Annex F MISSION ASSISTANCE TO THE AVIATION SAFETY TECHNICAL

INVESTIGATION (ASTI) ................................................................................. 131
Annex G EXAMPLE OF LETTER OF REQUEST FOR THE ACCREDITATION OF A
UN ACCREDITED REPRESENTATIVE TO THE ACCIDENT INVESTIGATION
CONDUCTED BY THE STATE OF OCCURRENCE OR THE STATE OF REGISTRY OR
BY THE GOVERNMENT OF THE STATE TO WHICH AIRCRAFT UNDER LOA
BELONG ....................................................................................................... 133
Annex H
H1
H2
H3
H4
H5
H6
H7
H8
H9
H10
H11
H12
EXAMPLE OF EMERGENCY RESPONSE PLAN ............................... 134

General Situation .............................................................................134
Conditions for Execution ..................................................................134
Definitions .......................................................................................134
Administration .................................................................................134
Responsibilities ................................................................................134
Notification ......................................................................................134
Response Phases ..............................................................................135
Relationship between Authorities during Phases ...............................135
Response Co-ordination....................................................................136
Assembly Point.................................................................................136
Communications ..............................................................................137
Supporting Plans............................................................................. 137
Appendix 1 to Annex H ON-BASE AIRCRAFT ACCIDENT RESPONSE

PROCEDURES .............................................................................................. 138
1H.1 General
...................................................................................138
1H.2 Tasks
...................................................................................138
Appendix 2 to Annex H OFF-BASE AIRCRAFT ACCIDENT RESPONSE
PROCEDURES .............................................................................................. 141
xiv

2H.1
2H.2
General........................................................................141
Tasks.......................................................................... 141
Appendix 3 to Annex H NOTIFICATION OF AIRCRAFT ACCIDENT TO KEY

PERSONNEL ................................................................................................. 143
Appendix 4 to annex H DUTIES OF KEY PERSONNEL WHEN INFORMED OF AN
AIRCRAFT ACCIDENT.................................................................................... 144
xv
DEFINITIONS
In this Manual, the following terms bear the meaning set against them. They are
generally consistent with similar terms as defined in ICAO documents, although
additional definitions are used as necessary to accommodate the operational
requirements of peacekeeping missions.
Accident
See Aircraft Accident.
Accident Rate
The relation between accident and the exposure to risk

(flying hours). The UN quotes it as the total number of
accidents per 10,000 flying hours during a given period.
Accident Rate
No of accidents x 10,000
Total flying hours over given period
Note: For the purpose of Aviation Safety in the UN, Accident Rates are classified
under the following headings.
Actual Accident Rate.
An accident rate related to a specific period of time,

calculated using the actual number of accidents
experienced and the actual number of hours flown.
Aeroplane
See Aircraft.
Aircraft
For the purpose of Aviation Safety, aircraft are classified

under the following headings:
a.
Aeroplane. A powered fixed-wing aircraft.
b.
Helicopter. A powered rotating-wing aircraft.
Note 1:
For the purpose of Aviation Safety, aircraft are also subdivided according
to the type of power plant (e.g. turbo-jet aeroplanes, piston aeroplanes, prop-jet
aeroplanes, turbo-jet helicopters and piston helicopters).
Aircraft Accident.
Except where the injuries are from natural causes, self

inflicted or inflicted by other persons, or when the injuries
are to stowaways hiding outside the area normally available
for passengers and crew, an aircraft accident is an
occurrence associated with the operation of an aircraft
which takes place between the time any person boards the
aircraft with the intention of flight until such time as all
such persons have disembarked, in which:
a.
A person is fatally or seriously injured as a result of
being in:
(1)
An aircraft; or

(2)
Direct contact with any part of an aircraft
including parts which have become detached from an
aircraft; or
(3)
Direct exposure to jet blast.

OR
b.
The aircraft sustains damages of structural failure
which:
(1)
Adversely affects the structural strength,
performance or flight characteristics of the aircraft;
and
(2)
Would normally require major repairs or
replacement of the affected component, except for
engine failure or damage, when the damage is limited
to the engine, its cowlings or accessories; or for
damage limited to propellers, wingtips antennas,
brakes, fairings, small dents or puncture holes in the
aircraft skin.
OR
c.
The aircraft is missing or is completely inaccessible.
Note 2:
An injury resulting in death within 30 (thirty) days of the date of the
accident is classified as a fatal injury by ICAO.
Note 3:
An aircraft is considered missing when the official search has been
terminated and the wreckage has not been located.
Causes
Actions, omissions, events, conditions or a combination

thereof, which lead to the accident or incident.
Flight
See Phase of Flight.
Hostile Act
Any act of aggression, either in the air or on the ground,

that results in (or threatens) damage to an aircraft or injury
to any of its occupants. Hostile acts include, but are not
limited to:
a.
Illegal interference with the operations of a UN
aircraft;
b.
The use of weapons and explosives against, near, or
in the general
direction of a UN aircraft, whether or not
xvii

damage ensues.
Incident
An occurrence, other than an accident, associated with the

operation of an aircraft which affects or could affect the
safety of operation.
a.
Air Incident. An occurrence of the aircraft from take
off to final landing, while not constituting an air accident,
nevertheless discloses a high degree of actual or potential
flight safety hazard (e.g. a serious danger of an air accident
should it recur), example of air incidents include those
caused by:
(1)
Defects immediately affecting the
airworthiness of an aircraft type or mark, or defects
or shortcomings in aircraft equipment.
(2)
Serious crew error or shortcomings in aircraft
operating or flying techniques and procedures; or
serious natural, operational, medical or FOD risks.
(3)
Defects or shortcomings in crew equipment
assemblies or in aircraft abandonment and survival
equipment which carry a clearly identifiable risk that
minor, major or fatal injury could be sustained by air
crew or passengers when abandoning aircraft or in a
survival situation.
b.
Ground Incident. An occurrence of the aircraft from
last landing till next take off but in direct support of flying
which, while not constituting a ground accident,
nevertheless discloses a high degree of actual or potential
Aviation safety hazard (i.e. a serious danger of a ground
accident should it recur). Examples of ground incidents
include those caused by:
(1)
Defects immediately affecting the safety of an
aircraft or of personnel employed in the direct
support of aircraft operations.
(2)
Serious shortcomings in aircraft servicing or
ground handling techniques and procedures.
Note 4:
The types of incidents that are of main interest to ICAO for accident
prevention studies are (ICAO DOC 9156):
- Engine Failure
- Fires
xviii

Terrain or obstacle clearance incidents

Flight control and stability problems
Take-off/landing incidents
Flight crew incapacitation
Decompression
Near misses or other air traffic incidents.
Injury, Classification of For the purposes of Aviation Safety, injuries are classified
as follows:
a.
Fatal Injury. A fatal injury is one that results in the
death of an individual either at the time of the accident or
within 30 days of that time. Missing persons are to be
considered as fatally injured until evidence of their survival
is confirmed.
b.
Serious Injury. A serious injury is any injury that is
sustained by a person in an accident and which:
(1)
Requires hospitalisation for more than 48
hours, commencing within seven days from the date
the injury was received; or
(2)
Results in a fracture of any bone (except
simple fractures of fingers, toes, or nose); or
(3)
Involves lacerations which cause severe
haemorrhage, nerve, muscle or tendon damage; or
(4)
Involves injury to any internal organ; or
(5)
Involves second or third degree burns, or any
burns affecting more than 5 per cent of the body
surface; or
(6)
Involves verified exposure to infectious
substances or injurious radiation.
c.
Minor Injury. A minor injury is any injury which
requires medical treatment involving absence from duty for
a period from 7 to 20 days, and which falls outside the
definition of a major injury. In addition, the following are
always classified as minor injuries unless they involve
absence from duty for 21 days or more:
(1)
Unconsciousness, caused by a blow or impact,
lasting for more than 30 seconds or producing any
degree of retrograde amnesia.
xix

(2)
Simple fractures of fingers or toes, simple
fractures or ribs without respiratory involvement,
and fractures of vertebrae without spinal cord
involvement.
(3)
First degree burns involving more than one
per cent but less than five per cent of the surface of
the body.
d.
Slight Injury. A slight injury is one that does not
come within the provisions of major or minor injuries but
nevertheless requires medical treatment as distinct from
medical examination.
Air Prox
An occurrence in which a possibility of collision occurs as a

result of proximity of less than 500 feet to another aircraft,
or a report received from a flight crew member stating that
a collision hazard existed between two or more aircraft.
Occurrence
Any accident or incident associated with the operation of an

aircraft.
Phase of Flight
Phases of flight:
Standing
- engines not operating
- starting engine(s)
- engine(s) operating
- engine(s) run-up
- rotor turning (helicopter)
- other
Taxiing
- pushback/tow
- to/from runway
- aerial taxi (helicopter)
- other
Take-off
- run
- initial climb
- lift-off (helicopter)
- aborted
- other
En-Route
- climb to cruise
- cruise
- change of cruise level
- descent (normal)
- descent (emergency / uncontrolled)
- other
Manoeuvring
- aerial work
- low flying
- hovering/lifting
- aerobatics
- other
Approach
- holding
- intermediate approach (from initial fix to final
approach fix)
- final approach (from final approach fix to landing)
- missed approach/go around
- circuit patter/base leg
- circuit pattern - final
xx

- other
Landing
Post-impact
- flare
- touchdown
Unknown
- landing roll
- aborted (after touchdown)
- other
Operation, Period of
The period of an aircraft operation is from the time the
aircrew starts their pre-flight checks for the purpose of
flight, to the time when the after-flight shutdown cockpit
checks have been completed. Details are listed in the
Appendix 1 - List of Phases of Flight to the definitions.
Risk
Probability that an event (accident/incident) will occur if

the related hazard is not controlled or eliminated.
Risk Assessment
Process of detecting hazards and assessing the associated

risks.
Risk Management
Assessment of types of hazards, the risks the hazards can

generate and an analytical decision as to how to best
manage or control them.
Safety Hazard
Circumstances that have, or could have, resulted in an

accident or could throw light on the causes of accidents.
The hazard may be actual or potential. An actual hazard is
one considered to have been immediately dangerous to
aircraft and/or which has, or could have, caused fatal or
major injuries to personnel. A potential hazard is one
which, although not dangerous or latently injurious at the
time, would have been so if the situation had developed
adversely or been complicated by other readily conceivable
factors.
Special Occurrence
A special occurrence is an incident (excluding a near miss),

occurring during or outside the period of operation of an
aircraft, which might have resulted in an aircraft accident,
a mission being abandoned, or might throw light on the
causes of accidents; or an incident not falling within the
definition of an aircraft accident, which results in a person
receiving slight injuries.
Ultimate Effect
The damage and/or injury caused in an incident is the

ultimate effect.
xxi
1. ORGANIZATION
1.1.
PRINCIPLES OF AVIATION SAFETY MANAGEMENT

1.1.1. Concept of Aviation Safety Management
1.1.1.1. The aim of Aviation Safety Management at all levels is the
elimination of incidents and accidents. Personnel and material losses
resulting from accidents constitute an unacceptable and costly drain from
the vital resources on which the UN depends for the attainment of
Peacekeeping Operations (PKO) objectives, while, at the same time, affect the
operational capability of the Peacekeeping organization to execute its
mission.
1.1.1.2. The primary concern of Aviation Safety Management is,
therefore, the creation, dissemination and implementation of an effective
accident prevention organization. Although it is recognized that there are
certain inherent hazards in peacekeeping operations, hazards that
sometimes are acceptable risks in the interests of mission accomplishment,
recognition of these hazards does not dictate their blind acceptance. Their
recognition serves only to indicate where major safety efforts must be
directed to achieve the aim of Aviation Safety Management i.e. the
elimination of incidents and accidents.
1.1.2. The role of the UN management
1.1.2.1. The ICAO Accident Prevention Manual (DOC 9422-AN/923,
1984) addresses the role of management in relation to Aviation Safety with
the following words:
a. "The responsibility for safety and thus accident prevention in
any organization ultimately rests with management, because only
management controls the allocation of resources. For example, airline
management selects the type of aircraft to be purchased, the personnel to
fly and maintain them, the routes over which they operate and the training
and operation procedures used. State administrations promulgate
airworthiness standards, personnel licensing criteria, etc and provide air
traffic and other services. Manufacturers are responsible for the design
and manufacture of aircraft, components and power plants, as well as
monitoring their airworthiness.
b. The slogan "Safety is everybody's business, means everybody
should be aware of the consequences of their mistakes and strive to avoid
them. Unfortunately, not everyone realizes this, even though most people
will want to do a good job and do it safely. Therefore management is
responsible for fostering this basic motivation so that each employee
develops an awareness of safety. To do this, management must provide
the proper working environment, adequate training and supervision and
the right facilities and equipment.

c. Management's involvement and the resources it allocates have a

profound effect on the quality of the organization's prevention programme.
Sometimes, because of financial responsibilities, management is reluctant
to spend money to improve safety. However, it can usually be shown that
accident prevention activities are not only cost-effective but they also tend
to improve the performance of people, reduce waste and increase the overall efficiency of the organization.
d. Management's responsibilities for safety go well beyond financial
considerations.
Encouragement and active support for prevention
programmes must be clearly visible to all staff, if such programmes are to
be effective. For example, in addition to determine who was responsible
for an accident or an incident, management's investigation should also
delve into the underlying factors that induced the human error. Such an
investigation may well indicate faults in management's own policies and
procedures.
e. Complacency or a false sense of security should not be allowed
to develop as a result of long periods without an accident or serious
incident. An Organization with a good safety record is not necessarily a
safe organization. Good fortune rather than good management may be
responsible for what appears to be a safe operation.
f. On the whole, management's attitudes and behaviour have a
profound effect on staff. For example, if management is willing to accept a
lower standard of maintenance, then the lower standard can easily become
the norm. Or, if the company is in serious financial difficulties, staff may
be tempted or pressured into lowering their margins of safety by "cutting
corners", as a gesture of goodwill to the company, or even self-interest in
retaining their jobs. Consequently, such practices can and often lead to the
introduction of hazards.
g. Morale within an organization also affects safety. Low morale
may develop for many reasons but nearly always leads to loss of pride in
one's work, an erosion of self-discipline and other hazard creating
conditions....."
1.1.2.2. It is essential that management involved in Aviation
activities at all levels is fully aware of its role in relation to Aviation Safety,
as described so effectively by ICAO in the previous paragraph. ICAO DOC
9422 - Accident Prevention Manual - should, therefore, be constantly
consulted for an effective accident prevention activity at all managerial
levels.
1.1.2.3. In the UN, management is represented at Headquarters by
the Secretary General and in the missions by his Special Representatives.
Safety management is thus a function of authority. However, the Secretary
General and his Special
Representatives, because of the
2

complexities of modern transport technology, must rely on various technical,

administrative and executive staffs for expert advice and practical
implementation of accident prevention. Thus, these supporting staffs also
become directly and intimately involved in all aspects of safety management.
1.1.3. Principles of Safety Organization
1.1.3.1. The Aviation Safety element of each level of Peacekeeping
Operations from Headquarters down to smallest field unit is a mechanism
for the prevention of aircraft incidents and accidents. Although the Head of
Mission and his executive staff acquire a working knowledge of safety
management in their daily tasks, experience has shown that a requisite for
low accident rates is a fully developed safety organization. The United
Nations Aviation Safety Organization is described in detail in Section 2.
1.1.3.2.
In short, the role of the safety organization is to:
1.1.3.2.1. Advise the Head of Mission, the DOA/CAO and

their executive staffs on all Aviation Safety matters and recommend
measures to mitigate, reduce and/or eliminate hazards and their
associated risks that might lead to incidents and/or accidents.
1.1.3.2.2. Keep the mission at large informed of the actual
and potential hazards and their possible effects on safety, through
proactive safety education and awareness campaign.
1.1.3.2.3. Monitor all new techniques and aircraft types for
potential accident causes, as well as watching for fresh causes or the
revival of old ones in current operations.
1.1.4. Implementation of Safety Management
1.1.4.1. The complexity of modern aircraft operating and
maintenance techniques tend to make the prevention of accidents and their
investigation more complicated than in the past. This, in turn, requires a
more extensive coding and cross reference occurrence reporting system. The
method of acquiring, collating, analysing and exchanging accident
information is given in detail in the applicable parts of this manual and in
appropriate ICAO manuals, such as Annex 13 - Aircraft Accident
Investigation - DOC 9156 - Accident/Incident reporting Manual (ADREP
Manual). So as to enable systems to be established to accomplish effective
safety management, a structured organization is necessary.
1.1.5. Reporting
1.1.5.1. Sound safety management is based on full and accurate
reporting of all occurrences and hazards that lead, or might lead, to
incidents and accidents. This is a basic requirement and places a great
responsibility on the safety
organization at field level.
3

Aircraft accidents are generally the subject of Inquiries involving military

and civilian investigations in conformity with the Standards and
Recommended Practices of ICAO. What is shown in most of these inquiries
is that a number of these accidents could have been foreseen and, if action
had been taken earlier, need never have happened. It is by the full and
accurate reporting of occurrences and hazards that serious accidents could
be averted. Although some action can be taken on these reports at the
lowest field level, the information must be passed for review to higher levels
in the Organization, where the overall picture should be better appreciated.
The time limit and required final reports for the various stages of reporting,
as indicated in Part IV of this Manual, should be observed.
1.1.6. Investigation
1.1.6.1. Full and accurate reporting is impossible unless the
circumstances of each occurrence are fully investigated. The investigation
must be thorough; it is not sufficient just to know what happened, although
this is important; it is the cause that is more important. Above all, the
cause must not be confused with, or obscured by, the effect. Standards for
the investigation of occurrences are given in Part IV of this manual while
detailed accident investigation procedures are given in Part V.
1.1.7. Study and Analysis
1.1.7.1. Although it is important to study each occurrence report
separately, it is just as important to study each one in relation to others.
Whereas a report might appear only as an isolated occurrence at mission
level, at UNHQ level it may provide the missing element to the global picture
of an accident that might happen somewhere else, unless corrective action is
taken. Similarly, when new techniques or changing transport modes are to
be introduced, accident data must be studied to ensure that causes of past
accidents are not re-introduced. Recommendations for specific remedial
action must be forwarded through normal channels to higher levels in the
organization for dissemination.
1.1.8. Remedial Action
1.1.8.1. Data from individual accidents and from the analyses of
accidents, incidents and special occurrences should be passed by the UN
Aviation Safety Organization to the appropriate executive branches and to
the field missions without delay. They should also be examined with a view
to ensuring that obvious corrective measures are taken or remedial action
suggested. When considering such action, the following points should be
borne in mind:
1.1.8.1.1. Time Factor. Remedial action should be taken as
quickly as possible so that further occurrences may be avoided.
However, in some cases, this may take years, especially when
technical modifications
have to be designed,
4

produced and incorporated.

1.1.8.1.2. Cost Factor. Apart from remedial action on the
causes of fatal accidents, the cost must be taken into account. It
would be uneconomical to devise a modification which would cost
more than the damage sustained in the accident, taking into
consideration the remaining life span of the modal and the time taken
to effect the modification.
1.1.8.1.3. Positive Action. All remedial action should be
positive in its effect. For example, if pilots were consistently
overrunning because of too high an airspeed on the approach, the
remedy could be achieved by lengthening the runway. Training the
pilots to use the correct landing speeds could also attain it. One is
negative and costly, the other positive and economical. The most
negative remedial action is to stop flying. This leads to the most
important aspect to be considered when contemplating any remedial
action or operational necessity.
1.1.8.1.4. Operational Necessity. In all remedial action,
operational factors must be considered first, which is the reason why
executive branches and not the safety organization are responsible for
implementing remedial action. A reduction in operational efficiency
by remedial action might be justified when the accident potential is
likely to reduce operational efficiency even more than remedial action
would. Thus, the Head of Mission must weigh the safety risk against
the operational need and decide the action to be taken.
1.1.8.1.5. Responsibility. Once the UN Aviation Safety
Organization has issued recommendations for specific remedial
action(s), they must be forwarded to the Head of Mission's Office for
appropriate action and copied to the Air Operators. If remedial action
is beyond the capability of the Head of Mission's Office, the UN
Aviation Safety Organization will forward it to the appropriate office in
ICAO, the State of Registration Civil Aviation Authority, the
Manufacturer and the Operator, whichever is applicable.
1.1.9. Education and Awareness
1.1.9.1. The Aviation Safety Organization must not just gather
information, it must also disseminate it. This task can be divided into
education and awareness:
1.1.9.1.1. Education. While Aviation Safety is an essential
part of the task of everyone concerned with flying, those selected for
safety appointments need special training. Mission Aviation Safety
Officers should expect specific training on accident prevention
techniques and accident investigation procedures during their
appointment time.
5

1.1.9.1.2. Awareness. The information published by the

safety organization is based on the principle of safety awareness; if
everyone in the organization is told how, in his sphere, accidents can
be, or have been caused, then the possibility of a repetition of such
accidents is reduced. Continuous dissemination of safety awareness
amongst all personnel, especially but not limited to those involved in
air operations, is one of the most effective forms of accident
prevention.

1.2.
ORGANIZATIONAL STRUCTURE
1.2.1. Introduction
1.2.1.1. Aircraft contracted for UN peacekeeping missions are costly
and it is thus essential that a greater degree of emphasis be placed on their
safe and economical employment. This cannot be achieved without an
orderly system of specialized elements tasked with the fulfilment of a defined
purpose. In the UN Aviation Safety Organization:
1.2.1.1.1. The ORDERLY SYSTEM is represented by the
structure of the safety organization, with clearly defined functional
areas of responsibility;
1.2.1.1.2. The SPECIALIZED ELEMENTS are a
multiplication of safety specialists at UNHQ and in the field charged
with the execution of roles and functions within the organization; and
1.2.1.1.3. The DEFINED PURPOSE is the prevention of
aircraft incidents and accidents.
1.2.1.2. In designing the overall structure of the Aviation Safety
Organization, therefore, the United Nations' policies and objectives related to
peacekeeping must always be borne in mind so that the organizational
objectives of the HQ Aviation Safety Unit (HQ-ASU) and the Mission Aviation
Safety Units (M-ASU) are consistent with these policies and objectives. In
addition, for the organization to be effective, certain organizational principles
should be adhered to.
1.2.2. Aviation Safety Internal Structure - Organizational Principles
1.2.2.1. Since only one element of an organization should have
executive powers in any one field, the application of safety management to
operational tasks should be only in an advisory capacity. However to ensure
that all elements in the organization are aware of and execute a decision, the
decision must originate from the highest decision-making level in the
organization. It therefore follows that Aviation Safety advice needs to be
made available to the highest decision-maker in the organization at both
Headquarters and field level. It also follows that Aviation Safety elements
should:
1.2.2.1.1. Have direct access to the Chief Executive at all
levels of the organization on safety matters.
1.2.2.1.2. Be independent, so that they may be unbiased in
their outlook.
1.2.2.1.3. Be of comparable status to other similar
components and
executive branches so
7

that they may be approached on an equal footing.

1.2.2.1.4. Be adequately staffed to perform their functions.
1.2.2.1.5. Be free to retain executive authority in the field of
accident reporting procedures and investigations.
1.2.3. Vertical Structure of the Aviation Safety Organization
1.2.3.1. It is essential that information of aircraft accident/incidents
be exchanged quickly and efficiently. Consequently, the vertical structure
shall not contain review levels. This will facilitate the direct communication
between the various Aviation Safety elements. The Aviation Safety elements
of each individual mission serve the chief executive of the relevant missions,
but they have direct access to each other and to UNHQ Aviation Safety Unit
and UNHQ Aviation Safety Unit has direct access to them in the fields of
occurrence reporting, exchange of technical information, coordination of
safety activities.
1.2.3.2. The detailed structure of the UN Aviation Safety
Organization is depicted below.
AVIATION SAFETY ORGANIZATION STRUCTURE UNHQ ELEMENT
SECRETARY-GENERAL
USG DPKO
ASG OMS
DIR LSD
UNHQ AVIATION SAFETY
DIR SSS
AVIATION SECTION
MISSIONS SAFETY STAFF
MISSIONS AIR OPERATIONS
Dependence
Advice
8

Access
AVIATION SAFETY ORGANIZATION STRUCTURE MISSION ELEMENT
UNHQ ASU
HEAD OF MISSION
DOA/CAO
MISSIONS SAFETY STAFF
CISS
MISSION FUNCTIONS
Dependence
Coordination
Advice
Access

1.2.4. Objectives of the United Nations' Aviation Safety Organization

1.2.4.1. Bearing in mind that the function of an organizational
structure is to assist the organization achieve its goals, the organizational
objectives of UN Aviation Safety Organization must necessarily be:
1.2.4.1.1. To maintain a structure capable of implementing
effective and efficient safety management at all levels of peacekeeping
operations without a need for reorganisation with each new mission.
Particular attention must be directed to the requirements for
prevention of aircraft incidents and accidents.
1.2.4.1.2. To implement standardisation, in a manner
consistent with effective and efficient safety management. Such
standardisation will produce its benefits by:
1.2.4.1.2.1. Promoting organizational stability;
1.2.4.1.2.2. Facilitating improvements in safety
management;
1.2.4.1.2.3. Facilitating the collection, analysis and
dissemination of information to identify potential accident
causing trends, and establish standards and performance
comparisons;
1.2.4.1.2.4. Lessening orientation time when personnel
are transferred from one mission to another; and
1.2.4.1.2.5. Improving communications and the
exchange of information between safety personnel in the
Peacekeeping Operations by attaching the same meaning to
a given organizational term.
1.2.4.1.3. To keep pace with technological advances and
safety management practices.
1.2.4.1.4. To streamline the decision-making process by
avoiding or eliminating review levels where possible, and maintaining
the simplest vertical organizational structure.
1.2.4.1.5. To develop organizational nomenclatures that
have precise meanings throughout the safety organization.
10

1.3.
STAFFING AND TERMS OF REFERENCE

1.3.1. Staffing of Appointments
1.3.1.1. Aviation Safety is a highly specialized, technical
undertaking. Academic qualifications in a discipline relevant to aviation are
important to provide a person with a basic understanding of aerodynamics,
aircraft and systems design, human and weather factors, ergonomics,
aircraft performance and operational and maintenance practices. However,
academic achievements alone cannot substitute experience and personal
qualities, which govern the practical application of safety.
1.3.1.2. Chief, UNHQ Aviation Safety. The selection of a candidate
for a managerial and/or supervisory appointment is particularly important
in that the whole safety organization hinges on the ability of management to
be proactive to prevent aircraft incidents and/or accidents. Appointees for
the position of Chief, UNHQ Aviation Safety should possess the following
criteria:
1.3.1.2.1. Academic Qualifications.
1.3.1.2.1.1. University degree or equivalent in air
transport management or an engineering discipline relevant
to aviation; or
1.3.1.2.1.2. Commercial pilot license with instrument
rating from a recognised commercial flying training
establishment; or
1.3.1.2.1.3. Graduation from a military academy/flying
training establishment.
1.3.1.2.1.4. Aviation Safety and Accident Investigation
Qualified
1.3.1.2.2. Experience.
1.3.1.2.2.1. At least 20 years in the aviation industry
or military air force as a pilot.
1.3.1.2.2.2. Managerial experience as:
1.3.1.2.2.2.1.
commercial aviation; or
An airline fleet manager in
1.3.1.2.2.2.2.
in military aviation.
A Squadron Commander
11

1.3.1.2.2.3. Held a managerial/supervisory

appointment in Aviation Safety at a station level commercial
aviation or a major military establishment, operating more
than one type of aircraft;
1.3.1.2.2.4. Experience in the use of pertinent ICAO
documentation; and
1.3.1.2.2.5. Practical experience in the conduct of
Investigations under Annex 13 or Board of Inquiries into
aircraft incidents/accidents.
1.3.1.2.3. Personal Attributes. Candidates should be able to
demonstrate the ability to:
1.3.1.2.3.1. Analyse and correlate information;
1.3.1.2.3.2. Project strategic thinking;
1.3.1.2.3.3. Compile reports and present arguments in
a logical and accurate manner;
1.3.1.2.3.4. Conduct negotiations in a professional
manner; and
1.3.1.2.3.5. Detect anomalies that could result in an
aircraft incident/accident.
1.3.1.3. UNHQ Aviation Safety Officers. The ability to develop
standards and recommended safety practices and to review and analyse
international aviation documentation are essential qualifications for the
preparation and dissemination of Aviation Safety information. Consequently,
Aviation Safety Officers at UNHQ Aviation Safety should possess the
following criteria
1.3.1.3.1.1. Professional qualifications in the form of
either:
1.3.1.3.1.1.1.
University Degree or
equivalent in air transport management or engineering
discipline relevant to aviation; or
1.3.1.3.1.1.2.
Commercial pilot license
with instrument rating from a recognised commercial
flying training establishment; or
1.3.1.3.1.1.3.
military
12
Graduation from a

academy/flying training establishment; or

1.3.1.3.1.1.4.
recognized by ICAO.
Air Traffic Control Licence
1.3.1.3.1.1.5.
Aviation Safety and
Accident Investigation Qualified
or military air force as a pilot, or aircraft maintenance
engineer, or air traffic controller;
1.3.1.3.2.2. Held at least one appointment as Aviation
Safety Officer in civil or military aviation.
Investigation carried out under Annex 13 or Board of
Inquiries into aircraft incidents/accidents;
1.3.1.3.2.4. Practical experience in the application of
pertinent ICAO regulations.
manner; and
1.3.1.3.3.5. Detect anomalies, which could result in an
1.3.1.4. Mission Aviation Safety Officers (MASO). The capability to
identify and detect conditions that could possibly cause or have caused
incidents and/or accidents is a pre-requisite for the prevention of incidents
and accidents. Mission Aviation Safety Officers should therefore possess
these capabilities, together with a certain degree of accidents investigation
experience. These are primary field appointments for which the candidates
should possess the following criteria:
13


either:
1.3.1.4.1.1.1.
University Diploma or
equivalent in air transport management or an
engineering discipline relevant to aviation; or
1.3.1.4.1.1.2.
Commercial pilot license
with instrument rating from a recognised commercial
flying training establishment; or
1.3.1.4.1.1.3.
Graduation from a
military academy/flying training establishment.
1.3.1.4.1.1.4.
Aviation Safety and
Accident Investigation Qualified
1.3.1.4.1.2. Sound knowledge of the following subjects:
-
Principles of flight;
Aircraft design and construction;
Aircraft systems;
Performance;
Human physiology; and
Aviation medicine.
or military air force as a pilot;
1.3.1.4.2.2. Held at least one appointment as Aviation
Safety Officer in civil or military aviation.
Investigation carried out under Annex 13 into aircraft
incidents/accidents;
1.3.1.4.2.4. Practical experience in the application of
pertinent ICAO regulations.
14


manner; and
1.3.1.4.3.5. Detect anomalies that could result in an
1.3.1.5. Military Aviation Safety Officers. Mission Aviation Safety
Officers can also be Military Aviation Specialists answering to the same
criteria described above, provided to a particular mission by one of the
contributing countries. They report directly to the DOA/CAO, and have the
same duties and responsibilities as a civilian Aviation Safety Officer.
1.3.1.6. Mission Aviation Safety Assistants. Safety Assistants
should be capable of assisting the MASO in the implementation of the UN
Aviation Safety Programme through the execution of Aviation Safety Survey
Visits; aircraft inspections and vendors performance evaluation; the
compilation of aviation statistics; the maintenance and processing of aircraft
occurrence reports; the preparation of adverse safety trends analysis; the
maintenance and processing of ICAO Annexes and SARPS; and the
distribution of Aviation Safety Publicity within the Mission. They should
also be able to draft routine communications; proofread outgoing
communications; answer routine telephone enquiries; maintain an up-todate filing system; establish and maintaining a Reference Library.
either:
1.3.1.6.1.1.1.
A commercial pilot license
with instrument rating or navigator from a recognized
flight training establishment or cabin crew licence or air
traffic controller licence or mechanic licence or a
graduate from equivalent military establishment such as
military flight/air traffic control/engineering training;
1.3.1.6.1.1.2.
Aviation Safety
qualification as a result of specific training.
1.3.1.6.2.1. At least 5 years in the aviation industry as
a pilot, navigator, aircraft maintenance mechanic, flight
crew or assistant air traffic controller;
15

1.3.1.6.2.2. Administrative experience with the UN.

Good knowledge of the UN rules and regulations and ability
to apply related rules, procedures and instructions when
carrying out required assignment. Thorough knowledge of
various software applications.
1.3.1.6.2.3. Working experience in aviation safety with
commercial aviation or military unit.
1.3.1.6.2.4. Experience in the use of ICAO
documentation.
1.3.1.7. Administrative Assistants. To ensure accuracy and
minimise time and effort in continually correcting presentation of data, it is
necessary that administrative assistants and secretarial/clerical staff
assigned to Aviation Safety at UNHQ and in the field possess:
1.3.1.7.1. An ability to assimilate and understand technical
aviation terms;
1.3.1.7.2. A demonstrable capability to utilise electronic
data processing equipment;
1.3.1.7.3. An ability to transcribe data in an accurate and
speedy manner; and
1.3.1.7.4. A good command of the English language.
1.3.2. Experience Retention
1.3.2.1. Since the effectiveness of an Aviation Safety Organization is
heavily reliant on the ability to prevent an incident/accident, and the ability
to prevent an incident/accident is totally dependent on knowledge and
experience, it is imperative that experience be retained for as long as
possible.
1.3.2.2. As Aviation Safety Officers will, in the course of their duties,
be constantly gaining Aviation Safety experience and with time, be more
familiar with the peacekeeping operations environment and the international
aviation community, it would greatly benefit the United Nations if such
experience were retained. It would therefore be prudent for the UN to offer a
career prospective based on merit and experience to staff within the Aviation
Safety Organization.
1.3.3. Training of Safety Staff
1.3.3.1. Although personnel recruited as Aviation Safety staff will
possess the pre-requisite knowledge and experience for the job, the dynamic
nature of the aviation industry
constantly presents new
16

technology. So as to be able to perform their tasks effectively, it is necessary

for Aviation Safety staff to keep abreast of technological, regulatory and
procedural advances. This will require attendance at Aviation Safety and
Accident Investigation courses/seminars and participation in accident
investigations carried out by other organizations. Detailed instructions on
training for Aviation Safety personnel are given in Annex A. It will also
necessitate membership in appropriate professional organizations.
1.3.4. Additional Expertise

1.3.4.1. From time to time, there may be a need to engage
consultants to assist the Aviation Safety Organization in the investigation of
aircraft accidents or for other tasks related to its function. The UNHQ
Aviation Safety Unit shall liase with different national Civil Aviation
investigation authorities, ICAO and with any other institution deemed
necessary for the engagement of such expertise.
1.3.5. Relationship with Operators
1.3.5.1. Other than a cultivated working relationship with the
operators of aircraft and elements of the Peacekeeping Mission that are
directly concerned with the management of technical flight operations,
unless specifically authorized by UNHQ, personnel selected for Aviation
Safety appointments should not:
1.3.5.1.1. Be a serving officer of that member nation, in the
case of military personnel, where an air force of a participating
member nation is contributing aircraft and/or the management
element of air operations.
1.3.5.1.2. Have not had any affiliation for the last 3 years
with the Air Operator from which the aircraft have been contracted, in
the case of a civilian.
17

1.4.
AVIATION SAFETY ORGANIZATION RESPONSIBILITIES

1.4.1. United Nations Headquarters Aviation Safety Unit (UNHQ-ASU)
1.4.1.1.
The Aviation Safety Unit at UN Headquarters is responsible
for:
1.4.1.1.1. Advising the Secretary General through the
Director, Logistics Support Division and the existing reporting
channels, on all Aviation Safety matters and suggesting remedial and
preventive measures to counter actual or potential causes of
accidents based, inter alia, on trend analysis through the preparation
and implementation of an adequate Aviation Safety Programme.
1.4.1.1.2. Establishing and updating of Safety Standards for
the field.
1.4.1.1.3. Keeping all personnel informed of the actual and
potential causes of accidents.
1.4.1.1.4. Monitoring all aviation procedures/techniques
and aircraft types development for potential safety hazards.
1.4.1.1.5. Monitoring actions taken, especially on all aircraft
accidents Board of Inquiry (BOI) and ensuring that BOI findings are
based on thorough and detailed investigation and that the knowledge
gained is properly applied and disseminated. Providing specialist
technical advice to a BOI when required.
1.4.1.1.6. Recording and analysing all UN contracted
aircraft related accidents, incidents and other occurrences.
1.4.1.1.7. Promoting safety awareness, education and
dissemination of information.
1.4.1.1.8. Ensuring that an adequate and efficient safety
organization is maintained throughout all Peacekeeping Missions.
1.4.1.1.9. Establishing policy governing safety management
in all Peacekeeping Missions.
1.4.1.1.10. Establishing policy for the training and
employment of safety personnel.
1.4.1.1.11.
Conducting safety training for field personnel.
1.4.1.1.12.
Conducting Mission Safety Surveys.
18

1.4.1.1.13. Establishing occurrence reporting and

investigation procedures.
1.4.1.1.14. Collating, analysing and re-distributing all
information received directly from safety staff related to occurrence
reporting, exchange of technical information and coordination of
safety activities.
1.4.1.1.15.
matters as required.
Assisting other UN Agencies on Aviation Safety
1.4.1.1.16. Promoting liaison and exchange of Aviation

Safety information with other Government Departments, the aircraft
industry, civil operators, flight organizations and foreign air forces, as
appropriate.
1.4.1.1.17. Providing and monitoring distribution of
updated ICAO technical information to all Peacekeeping Missions.
1.4.2. Safety Surveys
1.4.2.1. One of the aims of safety management is to remove
potential causes of accidents and one effective method of doing this is by
conducting safety surveys. This is an assessment of the factors affecting
safety, and forms a basis for remedial action. Although such a survey is of
prime importance when a Mission is established, it is also useful as a
periodic check to ensure that neither new causes of incidents arise nor old
ones re-appear.
1.4.2.2. On completion of the survey, the Chief UNHQ Aviation
Safety Unit should analyse the findings and submit a report, through the
existing reporting channels, to the Director LSD and the Head of Mission for
executive action.
1.4.2.3. Safety Surveys can be conducted by Mission Aviation Safety
Officers other than the resident Officer, upon specific instructions from
UNHQ.
1.4.2.4.
this Manual.
A guide to the conduct of safety surveys is at Annex "B" to
1.4.3 Mission Aviation Safety Unit (M-ASU)

1.4.3.1
The Mission Aviation Safety Unit is responsible for:
1.4.3.1.1 Advising the Head of Mission and the DOA/CAO

on all Aviation Safety matters and suggesting remedial measures to
counter actual or potential causes of accidents.
19

1.4.3.1.2 Conducting regular aviation safety meetings with

civil and military representatives of the air operators/flying units
providing air services to the mission.
1.4.3.1.3 Ensuring adequate monitoring of all aviation
procedures/techniques and aircraft types development for potential
safety hazards.
1.4.3.1.4 Ensuring that procedures laid down for the
prevention of aviation accidents, incidents, hostile acts and air prox
involving aircraft, are thoroughly carried out and that the knowledge
gained is properly applied.
1.4.3.1.5 Ensuring that procedures laid down in respect of
recording, coding, and reporting of all Mission occurrences (accidents,
incidents hostile acts and air prox) are carried out correctly so that
utilisation of relevant information is enhanced.
1.4.3.1.6 Ensuring that all safety awareness/publicity is
properly disseminated.
1.4.3.1.7 Ensuring that the safety organization at
subordinate levels is maintained as an efficient and effective body.
1.4.3.1.8 Ensuring that policy on safety management is
rigidly adhered to.
1.4.3.1.9 Ensuring that all occurrences are reported to
UNHQ Aviation Safety unit in a timely manner with the utilization of
the appropriate reports (Immediate Report; Preliminary Aircraft
Occurrence Report; Observed Hazard Report)
1.4.3.1.10
Ensuring that all aircraft inspections for LongTerm Charter Agreements and LOAs are properly conducted in a
timely manner and reported to UNHQ Aviation Safety Unit with the
utilization of the appropriate Inspection Report.
1.4.3.1.11
Ensuring that safety aspects of all Air
Operators Performance Evaluation for Long Term Charter
Agreements, Carriers Assessment Reports for Short-Term Charter
Agreements and LOA Performance Evaluations are properly compiled
and reported to UNHQ Aviation Safety Unit, in a timely manner, with
the utilization of the appropriate Formats. This function is performed
in close co-operation with the Chief Aviation Officer and the Chief
MOVCON Officer as applicable. Refer to Part 3 for specific guidance.
1.4.3.1.12
Compiling the Aviation Safety portion of the
Mission budget in accordance with the guidelines described at Annex
C.
20

1.4.3.2 All Peacekeeping Missions with aviation assets assigned to

them will normally have at least one Aviation Safety Officer assigned to
them. The number of aviation safety officers/assistants in each mission will
depend generally on the size of the mission and/or the number of aviation
assets available in the same. However, the following guidelines shall be
followed when establishing the necessary number of Aviation Safety
Officers/Assistants for each mission:
1.4.3.2.1 One Mission Aviation Safety Officer P-3
when:
- the expected fleet includes no more than 3 aircraft
- the aircraft are permanently deployed in no more than 2
locations
One Aviation Safety Assistant FS
when one of the following instances occurs:
- the expected fleet includes more than 3 and no more than
10 aircraft, or
- the aircraft are permanently deployed in 3 or more
locations, all of which are within 150 NM from mission
HQ
One Aviation Safety Officer P-3
One Aviation Safety Assistant FS
when one of the following instances occurs:
- the expected fleet includes more than 10 aircraft and no
more than 20 aircraft, or
- the aircraft are permanently deployed in any number of
locations and at least one of them is more than 150 NM
from mission HQ
1.4.3.2.4 Personnel requirements greater than those
indicated in paragraph 1.4.3.2.3 above, as a consequence of fleets
larger than 20 aircraft or complex deployment postures, shall be
discussed, defined and coordinated with the Aviation Safety Unit,
UNHQ.
1.4.3.3 All missions shall plan for the deployment of the required
Aviation Safety Personnel, to provide advice on Aviation Safety and to
implement accident prevention measures through the establishment,
management and execution of the Mission Aviation Safety Programme.
Activities to be conducted during the initial phase of mission establishment
are indicated in the Aviation Safety Support Plan attached at Appendix 1 to
Annex C.
1.4.3.4
The Aviation
Safety Officer is organically

21

positioned within the Office of the DOA/CAO and reports directly to

him/her. The Aviation Safety Officer works normally in close co-operation
with the Chief Aviation Unit and the Chief MOVCON Officer on aviation
matters and coordinates with the CISS on administrative matters. However,
the organizational principles described in paragraphs 2.2.1 to 2.2.4 still
apply, especially in relation to the access to Head of Mission, DOA/CAO and
UNHQ Aviation Safety Unit on matters related to Aviation Safety. Before
deployment, Aviation Safety Officers are required to pass through UNHQ
Aviation Safety Unit, where they will receive specific UN safety training
before being deployed to the field.
1.4.3.5 When Military Aviation Contingents are permanently
deployed, their Commander is to appoint a suitably experienced officer for
the post of Contingent Aviation Safety Officer, informing the Mission
Aviation Safety Officer who will inform UNHQ Aviation Safety Unit of the
nomination. He should be of aircrew status and preferably, in current flying
practice. Ideally, the Contingent Aviation Safety Officer should not be given
any other secondary duties and should have direct access to the Aviation
Contingent and Base Commanders on all aspects of safety and safety-related
matters. He will also report on safety maters directly to the Mission Aviation
Safety Officer, of whom he is the executive extension at the contingent
operating base. The specific responsibilities of a Contingent Aviation Safety
Officer will be determined by the roles and functions of the Contingent and
given to him/her by the Mission Aviation Safety Officer within the Mission
responsibilities listed in paragraph 3 above.
1.4.3.6 Mission Aviation Safety Officers, in discharging their duties,
should observe, but not be limited to, the following basic principles:
1.4.3.6.1 Learn the weaknesses, inadequacies and substandard areas that exist in operations, communications,
maintenance, servicing, administration, transport facilities and all
other functions of the Mission.
1.4.3.6.2 Analyse the problem and recommend the action
necessary to rectify each individual situation or condition.
1.4.3.6.3 Initiate and/or process aircraft accident, incident,
special occurrence and hazard reports and investigations. In this
respect ensure:
1.4.3.6.3.1
Correct reporting procedures are employed.
1.4.3.6.3.2
Thorough reporting and investigation.
1.4.3.6.4 Maintain a register of reported hazards,

accidents, incidents, hostile acts and air prox reports.
22

1.4.3.6.5 Initiate, manage and co-ordinate appropriate

Mission safety activities within the framework of the UN Aviation
Safety Programme.
1.4.3.6.6 Coordinate safety awareness/publicity, education
and dissemination of information upwards, laterally and downwards.
In this respect an adequate communication feedback system must be
established.
1.4.3.6.7 Maintain a constant check on incident/accident
trends.
1.4.3.6.8 Maintain close liaison with Aviation Safety
Officers of other Missions.
1.4.3.6.9 Initiate and ensure that periodic Mission Aviation
Safety meetings are conducted; conduct periodic safety meetings or
dialogue sessions with dependant base Aviation Safety Officers.
1.4.3.6.10
activities carried out.
Maintain an adequate diary of all safety
1.4.3.6.11
Be familiar with operating procedures of the
transport mode operated by the Mission and those of other Missions
that are likely to be deployed or operate in conjunction with the
Mission.
1.4.3.6.12
Formulate and implement the unit Emergency
Response Plan (ERP) practising it at least twice a year, one of which
must be a simulated off-base accident.
1.4.3.6.13
Act as a liaison officer for safety
inspections/visits, accident investigations and for boards of inquiries.
1.4.3.6.14
Conduct a brief with all newly posted-in
personnel, crews, MILOBS and others on matters pertaining to the
aviation safety programme and relevant safety issues and procedures
in the mission.
1.4.4 Initial procedures in case of accident
1.4.4.1 In the event of an accident, prior to the arrival of the
Designated Aircraft Accident Investigator, the Mission Aviation Safety
Officer must ensure that the following requirements are met:
1.4.4.1.1 Interference with Wreckage. No personnel are to
move or interfere with parts or components which belong to the
wreckage without the expressed permission of the Designated Aircraft
Accident Investigator
appointed to investigate
23

the accident, except in the circumstances listed as follows.

1.4.4.1.1.1 To rescue the injured or remove the dead
(in this case the rescuer is to record carefully the position of
the bodies).
1.4.4.1.1.2
wreckage.
To prevent or minimize fire damage to the
1.4.4.1.1.3 To remove wreckage obstructing essential

flow of traffic or rescue and fire fighting services.
1.4.4.1.1.4
To recover salvageable components.
1.4.4.1.1.5 When weapon, pyrotechnics, etc., fitted to

or carried need to be made safe.
1.4.4.1.1.6 When the Mission has been specifically
notified by higher authorities.
1.4.4.1.2 Security of Wreckage and Accident Site.
Sightseers, press and souvenir hunters are often among the first to
arrive at any accident site and much valuable evidence can be
removed or destroyed, if the accident site is not secured. Therefore,
action is to be taken to ensure that:
1.4.4.1.2.1
1.4.4.1.2.2
distance.
UN and civilian property is protected.

Spectators and press are kept at a safe
1.4.4.1.2.3 Only authorized personnel are admitted to

the accident site.
1.4.4.1.2.4 Items salvaged are held in safe custody for
subsequent examination.
1.4.4.1.2.5 Wreckage or components are not handled
by unauthorized personnel.
1.4.4.1.2.6 Identifiable marks made by the wreckage
are not obliterated.
1.4.4.1.3 Wreckage Diagrams. An accurate wreckage
diagram is an invaluable aid to effective accident investigation. In
normal circumstances, the Investigating Team draws wreckage
diagrams. However, if components are required to be moved, a
wreckage diagram is to be drawn as soon as possible before any
wreckage part is moved
from its original position.
24

1.4.4.1.4 Samples. In the case of an aircraft accident,

ensure that LOX, oil, fuel and hydraulic samples are obtained as soon
as possible, from both, servicing equipment and the accident aircraft.
1.4.4.1.5 Immediate Report of Accident. In the case of an
aircraft accident, ensure that essential information is sent to UNHQ
Situation Centre no later than 4 hours after knowledge of the accident
has first reached the Mission. The message shall contain:
-
mission
aircraft type
aircraft call sign and registration
date and time of accident
location of accident
extent of damage to aircraft
extent of damage of third parties
number of fatalities
number of injuries
1.4.4.1.6 Preliminary Aircraft Occurrence Report. In the

case of an aircraft accident, ensure that the Preliminary Aircraft
Occurrence Report is completed and forwarded to UHNQ within 24
hours of the accident.
1.4.4.1.7 Photographic Coverage at Crash Site. A full
photographic coverage of an aircraft accident site, including wreckage
and victims, is required for accident investigation and reporting. This
is vitally important if victims and wreckage are to be moved before
investigation starts. Photographs of human victims and remains are
to be classified as "Medical-in-Confidence" and placed in the custody
of the medical officer. Photographic coverage is required of the
following aspects of the crash scene:
1.4.4.1.7.1
Aerial views of site and wreckage.
1.4.4.1.7.2 Panoramic and close-up views of wreckage

and components including all life support equipment.
1.4.4.1.7.3
surfaces.
Views of the cockpit and flying control
1.4.4.1.7.4 Close-ups of victims and their injuries

(ideally, to be directed by a medical officer, if available).
1.4.4.1.8 Statements by Witnesses and Survivors.
Statements should be obtained from witnesses and survivors before
they have forgotten, rationalized, or altered their first impressions.
These statements should
be obtained in note form
25

at the accident site and, as soon as possible, in writing or on a tape

recorder. When statements cannot be obtained, a list of witnesses
should be compiled for future interview by the designated Aircraft
Accident Investigator and later by the BOI. Witnesses statements are
to be recorded by the Mission Police or Security. Survivors (crew and
or passengers) are to be interviewed ONLY by the designated Aircraft
Accident Investigator and/or person(s) delegated by him.
1.4.4.1.9 Isolation of Survivors. Whether injured or
uninjured, aircrew and other survivors of an aircraft accident should
be quarantined from other personnel. Only the designated Aircraft
Accident Investigator and/or person(s) delegated by him and medical
personnel should be allowed access to survivors. Instances have
occurred where unauthorized personnel have intimidated survivors
and caused distortion of the events in the mind of the survivors and
aggravated conditions of shock. In addition, consumption of alcohol
by survivors can aggravate an existing medical condition, or disguise
the symptoms of other conditions. Accordingly, the Head of Mission
in consultation with the medical officer and the designated Aircraft
Accident Investigator, is to arrange for appropriate isolation of
survivors.
1.4.4.1.10
Documentary and Recorded Evidence. All
documentary and recorded evidence, in particular associated with
aircraft or personnel involved in an accident is to be impounded and
placed in safe custody until released to investigation authorities.
Such evidence includes:
1.4.4.1.10.1 Air traffic control tape recordings.
1.4.4.1.10.2 Aircraft maintenance documents.
1.4.4.1.10.3 Personal medical documents.
1.4.4.1.10.4 Aircrew log books.
1.4.4.1.10.5 Flight plans.
1.4.4.1.10.6 Flight authorization (tasking) records.
1.4.4.1.10.7 Any other relevant documents.
1.4.4.1.11
Medical and Pathological Examination of
Personnel. The medical examination of survivors and the pathological
study of victims of an aircraft accident are essential elements of any
accident investigation. They should therefore be conducted promptly
and professionally and their results made available to the designated
Aircraft Accident
Investigator.
26

1.4.4.1.12
Public Relations. The premature release of
information or speculation concerning the possible causes of aircraft
accidents can be detrimental to the Organization, the Mission and
individual personnel. Accordingly, public relations statements to the
news media must not advance information on the possible causes of
an accident. To state that an accident is "under investigation" is
sufficient. All queries by the news media must be referred to the
Head of Mission or his designate.
1.4.5 Air Operators/Military Units Safety Officers
1.4.5.1 The site managers for Air Operators under long term
charter and the senior officers of Military Aviation Units under LOA must
appoint a suitably qualified individual as the "point of contact" to liase with
the Mission Aviation Safety Officer on safety matters. These individuals,
appointed to be the points of contact for safety activities, are responsible
for all matters pertaining to safety management of their Company/Military
Unit. They are responsible, inter alia, for:
1.4.5.1.1 Maintaining a high standard of safety awareness
in the Air Operator/Military Unit.
1.4.5.1.2 Processing all accident, incident, special
occurrence and hazard reports raised in the Company/Military Unit.
1.4.5.1.3 Maintaining a register of accidents, incidents,
hostile acts and air prox reports arising from the Company/Military
Unit.
1.4.5.1.4 Attending all the Mission safety meetings as a
permanent member.
1.4.5.1.5 Initiating and managing workable
Company/Military Unit safety programmes.
1.4.5.1.6 Maintaining a close and effective liaison with the
Mission Aviation Safety Officer.
1.4.5.1.7 Assisting the designated UN Aviation Safety
Officer in conducting safety surveys.
1.4.5.1.8 Assisting the Mission Aviation Safety Officer in
the compilation of the Occurrence Report when an aircraft accident
occurs.
1.4.5.1.9 Ensuring that personnel are familiar with
occurrence reporting procedures.
27

1.4.5.1.10
Assisting the Mission Aviation Safety Officer in
respect of actions to be taken following an aircraft accident.
28

1.5
MISSION AVIATION SAFETY COUNCIL

1.5.1 Introduction
1.5.1.1 The Aviation Safety Council is an important part of the UN
Aviation Safety Programme and is designed as a means of obtaining
agreements for action on specific safety related problems that could
otherwise be very difficult to achieve. The Head of the Mission, or the
Director of Administration/Chief Administrative Officer (DOA/CAO) on his
behalf, is responsible for instituting the Mission Aviation Safety Council.
1.5.1.2
The purpose of the Aviation Safety Council is to:
1.5.1.2.1 Identify Safety related issues and provide

recommendations and/or direct actions to mitigate or eliminate the
associated risks.
1.5.1.2.2 Review accident/incident /hazard reports for
adequacy of the recommended corrective actions.
1.5.1.2.3 Review safety inspection reports for applicability
and adequacy of the recommended corrective actions.
1.5.1.2.4 Review effectiveness of the Missions Aviation
Safety Program and make recommendations for improvements.
1.5.1.2.5 Create awareness off and educate mission
personnel on safety related issues.
1.5.2 Composition
1.5.2.1 The Council will be divided into two member groups,
permanent members and occasional members. Presence of permanent
members is required at every Aviation Safety Council meeting, where as the
occasional members presence will be required when a specific issue or item
pertaining to their area of work or responsibility is to be discussed during
the council.
1.5.2.2 The Council will be chaired by the Director of
Administration/Chief Administrative Officer or, in his absence, by the Chief
Integrated Support Services and will meet whenever necessary, but not less
than once a month. The Mission Aviation Safety Officer will be the Recorder
of the Council.
1.5.2.3
is as follows:
The recommended composition of the Permanent Members
1.5.2.3.1 Chiefs of Units/Sections, or designated

representatives of Air
Operations and
29

MOVCON;
1.5.2.3.2 Mission Aviation Safety Officer(s);
1.5.2.3.3 Representatives of the Air Operator(s)/ Military
Unit(s) assigned to the Mission.
1.5.2.4
Occasional members as required by the Council shall be:
1.5.2.4.1 Chiefs of Units/Sections, or designated

representatives of areas/units such as Security, Communications,
Logistics, Medical, BMES, etc.;
1.5.2.4.2 Representatives of external contractors for
services, such as fuel, ground handling, etc.;
1.5.2.4.3 Senior Rescue/Fire Fighting Officer;
1.5.2.4.4 Senior Air Traffic Control Officer;
1.5.2.4.5 Local airport administrators and authorities; and
1.5.2.4.6 Any others deemed necessary.
1.5.3 Council Management
1.5.3.1 The Mission Aviation Safety Officer is responsible for the
day to day management of the council. The following suggestions should be
taken into account in order to insure a workable council is established.
1.5.3.2 Meetings should be scheduled as a regular event on
everyones calendar. A specific day and time every month could be used e.g.
the second Tuesday of every month.
1.5.3.3 Agendas should be developed on time and members should
understand that only published agenda items will be discussed. Agenda
items should be solicited from members in advance and included in the
agenda if deemed necessary.
1.5.3.4 Agenda should be distributed to all concerned with any
additional material on items to be discussed before the meeting. However
extra copies should be available at the beginning of each meeting.
1.5.3.5 A few days before the meeting, the agenda should be
discussed with the DOA/CAO , who should be briefed on information
available and background of each item and what results are expected to be
achieved from the meeting.
30

1.5.3.6 Meetings should start on time the only member the

council could wait for is the DOA/CAO or Chairman acting in his place.
1.5.3.7 Council members should adhere to the agenda, place a time
limit on the proceedings and start and finish on time.
1.5.3.8 Ideally, each item should be closed with a description of the
agreed action, responsible person for implementing the action and the date
by which action should be completed. If an item needs to be carried on to
the next meeting some indications should be made in the minutes as to why
this was necessary and what should happen in relation to the point before
the next meeting.
1.5.3.9 Minutes should be prepared, approved by the DOA/CAO
and distributed to all within a day or two of the meeting. Members need to
be reminded as soon as possible of what they have agreed to do. The
minutes should include a reminder of the next meeting and a request for
agenda items.
1.5.3.10 It is important to follow up on a regular basis on action
items. DOA/CAO should be informed when items have been completed (or
not completed).
1.5.4 Suggestions for Agenda Items
1.5.4.1 The Mission Aviation Safety Officer should request agenda
items from the council members well in advance of the meeting. The
following is a guide to some of the subjects that might be discussed:
1.5.4.1.1 Actions taken as a result of the last meeting;
1.5.4.1.2 Risk Mitigation issues;
1.5.4.1.3 Emergency Response Plan (ERP) and related
exercises;
1.5.4.1.4 Recent occurrences;
1.5.4.1.5 Safety Indicators;
1.5.4.1.6 Safety survey;
1.5.4.1.7 Hazard reports;
1.5.4.1.8 Safety Awareness campaigns;
1.5.4.1.9 Final Accident Investigation reports;
31

1.5.4.1.10
Other related information
1.5.5 Minutes
1.5.5.1 The Mission Aviation Safety Officer is responsible for
insuring that minutes are taken, prepared and distributed to all. The
minutes of the meeting should state clearly what action is to be taken and
by whom. In addition to the internal mission distribution, copies of the
minutes should be extended to UNHQ Aviation Safety Unit and relevant
civil/military agencies/bodies represented at the meeting. The minutes
should include any recommendations or requests for assistance from higher
authorities. They are, however, to supplement, not replace, normal staff
action on the matters raised. Minutes should be signed and approved by the
DOA/CAO.
32

1.6
MISSION AVIATION SAFETY ASSISTANCE VISITS AND SURVEYS

1.6.1 Introduction
1.6.1.1 Aviation Safety Assistance Visits and Surveys are aimed at
providing a detailed assessment of factors influencing Aviation Safety
management in Peacekeeping Missions and form the basis for identifying
remedial actions needed to enhance Aviation Safety and Accident Prevention.
1.6.1.2 Aviation Safety Assistance Visits and Surveys are conducted
by Aviation Safety qualified personnel from UNHQ, assisted, if required, by
Mission Aviation Safety Officers other than the Aviation Safety Officer of the
Mission being visited.
1.6.1.3 The Director of Administration/Chief Administrative Officer
(DOA/CAO) can also use an Aviation Safety Survey as an internal
management tool, in connection with the Mission Aviation Safety Council, to
periodically review the performance of the mission Aviation Safety.
1.6.1.4 Aviation Safety Assistance Visits are not confined only to
the mission flying elements. They involve equally all those non-flying
elements of the mission that encompass in their areas of responsibility
matters affecting Aviation Safety management and Accident Prevention.
1.6.2 Types of Assistance Visits and Surveys
1.6.2.1 Assistance Visits and Surveys can cover the complete range
of aviation activities in a Mission (full survey) or be limited to a single aspect
or a single element of such activities (partial survey). Aviation Safety
Assistance Visits and Surveys can be formal, when generated by UNHQ or
Head of Mission, or informal, when generated by the Mission as an internal
management tool.
1.6.2.2 Formal Aviation Safety Assistance Visit and Survey. Formal
Aviation Safety Assistance Visits and Surveys are generated by UNHQ or by
the Head of Mission and are conducted by Aviation Safety qualified
personnel from UNHQ, as specified in paragraph 1.6.1.2, above. In a formal
visit, the surveying team uses the applicable parts of the Field Mission
Aviation Safety Survey Checklist to answer questions relevant to the
surveyed issue, in case of partial survey, or the complete Checklist, which
covers the full range of aviation activities, in case of full survey. After
analysing the survey data, the Aviation Safety Unit at UNHQ prepares an
Aviation Safety Assistance Visit Report, which is then submitted to the
Director LSD and to the Head of Mission. Formal Aviation Safety Assistance
visits are also carried out prior to the establishment of a new mission in
order to asses the current safety situation in the new mission and
recommend appropriate actions to mitigate the identified risks.
33

1.6.2.3 Informal Aviation Safety Assistance Visit and Survey.

Informal Aviation Safety Assistance Visits and Surveys are used by the
Missions as a management tool, in combination with the Mission Aviation
Safety Council, to promote safety awareness in all personnel concerned with
aviation, to enhance Aviation Safety and to implement Accident Prevention
activities. The DOA/CAO and/or the Mission Aviation Safety Council
normally decide when to have a partial or full survey conducted within the
Mission and task the Mission Aviation Safety Officer with its execution. The
Mission Aviation Safety Officer prepares an appropriate checklist, using the
Field Mission Aviation Safety Survey Checklist, the Suggested Checklist
for Mission Safety Survey (Annex A to Part II of the UN Aviation Safety
Manual) and the Aviation Assessment/Survey (Chapter 9 of the UN Air
Operations Manual) as guidance and discusses the relevant issues with the
appropriate personnel. The results are then presented to the DOA/CAO
and/or Mission Aviation Safety Council and required corrective actions are
identified, planned and implemented.
1.6.3 Timing of Assistance Visits and Surveys
1.6.3.1 Under normal circumstances, Formal Aviation Safety
Assistance Visits and Surveys are to be conducted:
1.6.3.1.1 Before a Mission is established, for assessing the
Mission Aviation Safety requirements, constrains and limitations.
This visit is normally conducted in conjunction with the Technical
Survey Mission;
1.6.3.1.2 Once a year in every Mission where air assets are
permanently deployed under Long Term Charter Agreements, Letters
of Assist (LOA) or Pro Bono Agreements;
1.6.3.1.3 Twice a year in those missions where the
permanent fleet comprises 10 (ten) or more aircraft or where the
mission air assets are permanently deployed at 4 (four) or more
different operating locations;
1.6.3.1.4 Before the activation of new permanent operating
locations, other than the existing operating locations, where air assets
are to be permanently deployed;
1.6.3.1.5 Whenever deemed necessary by UNHQ or by the
Head of Mission.
1.6.3.2 Informal Aviation Safety Assistance Visits and Surveys are
to be conducted whenever the DOA/CAO and/or the Aviation Safety Council
of any Mission so decide, in the interest of Aviation Safety and Accident
Prevention.
1.6.3.3
Formal Aviation
34
Safety Assistance Visits and

Surveys are conducted by the Chief, UNHQ Aviation Safety Unit, or other
suitably qualified and experienced Aviation Safety Officer from UNHQ
Aviation Safety Unit, assisted, when needed, by suitably qualified and
experienced Mission Aviation Safety Officer(s) other than the resident
Aviation Safety Officer of the Mission being visited.
conducted by the Mission Aviation Safety Officer assisted in the review of
non flying related issues, if needed, by other mission personnel qualified and
experienced in those specific areas being surveyed.
1.6.4 Visit Checklist
1.6.4.1 Formal Aviation Safety Assistance Visits and Surveys are
normally conducted utilizing the Field Mission Aviation Safety Survey
Checklist published by the Aviation Safety Unit, Logistics Support Division,
DPKO. The checklist is a very comprehensive tool that covers all those areas
of activity in a generic mission, which can have an impact on the prevention
of Aviation Accidents. The checklist may be adapted to the specific
circumstances, both in terms of scope (full or partial survey) and in terms of
contents, to better achieve the specific aim of each assistance visit/survey,
as established by UNHQ or by the Head of Mission. The Checklist is a
flexible tool to be adapted and modified to suit the requirements. It is not a
rigid and sterile list of compulsory checks.
normally conducted utilizing a checklist specifically prepared by the Mission
Aviation Safety Officer to reflect the aim and scope of each single informal
survey, as established by the DOA/CAO and/or the Aviation Safety Council.
In the preparation of the Informal Checklist, the Mission Aviation Safety
Officers should consider local conditions, aircraft types, resources available,
past accidents experience and any other aspect deemed applicable.
35

2. ACCIDENT PREVENTION PROGRAMME

2.1
MISSION ACCIDENT PREVENTION PROGRAMME

2.1.1 Introduction
2.1.1.1 Each individual connected in any way with aviation
activities is personally involved in the prevention of flight accidents and
therefore in the implementation of Aviation Safety. To implement Aviation
Safety means to discover, identify, analyse and recognize the dangers of
flying and consequently to find the way of avoiding and/or reducing them.
This is achieved through an adequate and effective Accident Prevention
Programme aimed at neutralizing the elements of danger inherent in the
exercise of flight.
2.1.1.2 This section provides the principles that the Mission
Aviation Safety Officer should follow in the preparation of the Mission
Accident Prevention Programme and indicates the instruments at his/her
disposal for implementing it.
2.1.1.3 The Aviation Safety Programme was developed to provide
simple, cost effective and reliable means of acquiring, monitoring, reporting
and maintaining information about safety hazards.
2.1.2 Principles
2.1.2.1 Experience indicates that Accident Prevention in aviation is
characterised by three universal principles applicable to all aviation
activities. These principles are the sequence of events, the known precedent
and the interaction between man machine environment.
2.1.2.1.1 The Sequence of Events. Each aviation accident
is the conclusion of a succession of associated events (sequence of
events) generally connected in time, place, cause and effect that are
called the causal factors. The sequence of events comprises an
event, called the no-return point, after which the accident is
unavoidable. The process of accident prevention aims at eliminating
or modifying one of those events, in order to interrupt the sequence of
events before the no-return point is reached.
2.1.2.1.2 The Known Precedent. Aviation accidents causal
factors, although they appear in different circumstances and
configurations, tend to repeat themselves. Similarly, the
circumstances that generate a succession of causal factors (sequence
of events) also tend to repeat themselves. It is therefore possible to
know them (known precedent) and to correct them, since the causal
factors will inevitably repeat themselves. The process of accident
prevention aims at removing the known precedent in order to
interrupt the sequence of
events.
36

2.1.2.1.3 The Interaction between Man Machine

Environment. All causes that produce an accident originate from
three elements: man, machine and environment. All three are always
present and interacting in any flying activity. They are, therefore,
always potential causal factors of an accident. They influence each
other; sometimes they even modify each other. Accidents can occur
when one or more capabilities and/or performances of those elements
deteriorate. The process of accident prevention aims at maintaining a
balanced relation between the three elements: man, machine and
environment.
2.1.2.2 Man plays a predominant part of the responsibility in every
accident, since not only he pilots the machine, but also maintains, projects,
builds and modifies it. In the man it is possible to identify two aspects, one
physical which addresses the man as a physiological machine the other
psychical which refers to the regulation of relations between the man and
both the human community, of which he is a part, and the mechanised
civilisation that surrounds him. These two aspects have a direct influence
on certain limitations of the human organism that must be respected,
particularly when maximum performances are required of it in particular
circumstances such as when flying. Smoking, drinking, excessive waste of
energies or a generally reduced respect of the man for himself could
contribute to significantly reduce the organism efficiency level, already
stressed by the physical requirement of flying. These negative attitudes can
lead to misjudgement, limited recovery capability, operational fatigue,
alteration or decrease of perception capability, loss of attention, etc. These
events are often listed as the principal causal factors of an accident.
2.1.2.3 The machine may also be considered at the same level as
the man. Machines have limits that must be respected and should not be
constantly operated at, or beyond, their operational limits to avoid signs of
premature stress and fatigue. Machines are complicated artefacts that have
reached very high levels of perfection. However, like all mechanical things
created by humans, are subject to wear, small imperfections and ruptures.
The latter, when altering the harmony of the man-machine system can
initiate a succession of events that can lead to an accident.
2.1.2.4 The environment can be divided into two distinctive parts:
the natural environment and the artificial environment. The natural
environment includes the geography and orography of the place where the
flight takes place and comprises the climate, the meteorological conditions,
etc. The artificial one includes all those components generated and
influenced by man such as airports, runways radio aids to navigation,
communications, etc. The natural environment cannot be modified; it can
only be studied and analysed. The artificial environment is susceptible to
improvements and adaptations to the requirements of the man-machine
relation.
37

2.1.2.5 When preparing the Mission Accident Prevention

Programme, Safety Officers must have a clear understanding of the
principles of accident prevention to be able to effectively prepare their
programme. A good Accident Prevention Programme is able to identify the
known precedent, interrupt the chain of events and maintain the balance
between man-machine-environment so that no accidents can occur in any
given mission.
2.1.3 Elements of the Programme
2.1.3.1 The Aviation Safety Officers are facilitated in the
implementation of the Accident Prevention Programme by a number of
instruments at their disposal. Some of these instruments are active in
nature, like visits, inspections, surveys, investigations, briefings, education,
training and publicity. Others, such as available documentation,
international rules and regulations and so on are more passive in their
nature.
2.1.3.2 The Mission Accident Prevention Programme should involve
but not be limited to the following core safety activities, all of which are
detailed in different sections of this manual:
Risk Assessment
Identification of aviation safety hazards
Safety reporting system
Airfield, helipad and servicing surveys
Aircraft, helicopter operations and maintenance surveys
Mission Aviation Safety Council
Mission Emergency Response Plan
Execution of safety surveys
Investigation of incidents and accidents
Education and training
Aviation Safety briefings and training sessions
Safety information database
Dissemination of vital safety information to all United
Nations staff
38

2.2
RISK ASSESSMENT
2.2.1 Introduction
2.2.1.1 Risk Management in Aviation has many points in common
with basic accident prevention methodology, as both activities involve an
assessment of the types of hazards, the risks the hazards generate (Risk
Assessment) and a logical approach to deciding what to do about the risks
(Risk Mitigation).
2.2.1.2
Risk Management is characterized by two distinct phases:
2.2.1.2.1 Risk Assessment Phase, in which the safety

specialist identifies hazards and their associated levels of risk and
provides expert advice and/or recommendations on how best to
control or reduce them;
2.2.1.2.2 Risk Mitigation Phase, in which the air operations
specialist identifies actions to reduce and/or control the risks
generated by the hazards.
2.2.1.3 The final decision on the acceptability of the risk, as
identified by Risk Assessment and on the actions to control it, as proposed
by Risk Mitigation, is the responsibility of the manager responsible for Risk
Management. In Peacekeeping missions, Risk Management is the
responsibility of the DOA/CAO, while Risk Assessment is the responsibility
of the Mission Aviation Safety Officer and Risk Mitigation of the Chief
Aviation Officer.
2.2.2 Risk Assessment Guides
2.2.2.1 Traditional safety survey checklists list a number of
questions with simple yes or no answers and maybe a comments column.
The person executing the evaluation is not always provided with a set of
parameters to accurately assess the risk involved. As a consequence, the
assessment depends mostly on the individual experience, training and
background and personal point of view of the reviewer.
2.2.2.2 To reduce the subjectivity of evaluations, the UNHQ
Aviation Safety Unit has developed specific Risk Assessment Guides, as a
means of helping identify, in an objective manner, hazards and their
associated level of risk. Risk Assessment Guides are designed with the idea
of assigning a specific level of risk to each issue, to help the Mission identify
those that need to be urgently addressed and those that need to be
addressed, but that allow a little more time to act. Risk Assessment Guides
shall be used to compile the Mission Safety Indicators, as specified in
paragraph 3.2.3 below.
39

2.2.2.3 The following is a list of areas generally assessed in the

Mission Aviation Safety Indicators, which are used to highlight issues of
concern to the DOA/CAO and UNHQ Aviation Safety Unit and though it to
concerned UNHQ senior management.
-
Senior Management Awareness

Accident Prevention Program
Safety Council
Emergency Response Plan
Flt Following & Communications
Contractors & Military Units Compliance
Search and Rescue
Cargo and Pax Management (MOVCON)
Meteorological and Weather
Airport Ramp Operations
Navigation Aids
Rescue and Fire Fighting and medical
Fuel Services
Runway & Landing facilities
Air Traffic Services
2.2.3 General Compilation Instructions

2.2.3.1 The Risk Assessment Guides are made up of various
questions. Each one based on UN and/or international rules and
regulations related to the particular area, which is being assessed.
2.2.3.2 Guides comprise four columns, one containing questions
and three containing answers that provide guidelines for the MASO to
indicate the possible level of risk relating to each question. Levels of risk
are: green, indicating a low level of risk (equivalent number value is 1);
yellow, indicating medium risk (equivalent number value is 2); and red,
indicating high-risk (equivalent number value is 3). MASO shall read each
question and then indicate, by putting the corresponding value 1, 2 or 3 in
the answer column to that particular question, which answer more closely
reflects the current situation in the mission.
2.2.3.3 Meteorological and Weather, Navigation Aids, Rescue and
Fire Fighting, Fuel Services, Runway and Landing Facilities, Airport Ramp
Operations and Air Traffic Services Guides should be filled out for every
airport/airfield in the mission that has UN aircraft assigned to it or for every
airport/airfield which is used by UN aircraft on a regular basis (at least
three times a week).
2.2.3.4 The MASO filling in the guide, based on the current
situation in the mission, decides which is the proper response to the
question and assigns the corresponding number and colour.
2.2.3.5
Those
questions which are not

40

considered applicable to the mission being assessed should be designated as

Low Risk and assigned an equivalent number value of 1.
2.2.4 Safety Indicators
2.2.4.1 MASO shall use the guides as a comprehensive review of
each area in question. The total level risk for each area is derived from the
sum of the numbered answers (See paragraph 2.2.3.2 above) compared with
the overall risk table at the end of each risk assessment guide. MASO shall
use the risk derived from this table to designate a level of risk for the Safety
Indicators at the end of each three-month period (Jan-March, April-June,
July-Sept, Oct-Dec). Additionally, the colour assigned to each particular
question will help to highlight specific areas of concern within each area that
is being assessed.
2.2.4.2 The Overall level of risk for each area reviewed shall be
included in the Safety Indicator Table and forwarded to the Aviation Safety
Unit in New York the first week following the end of each three month
period, as indicated in paragraph 2.2.4.1 above.
2.2.4.3 The points assigned to evaluate each guide will vary
depending on the number of questions asked in each guide, however the
implications of the risk level remain the same, as indicated in the relevant
overall risk table at the end of each risk assessment guide.
2.2.4.4 High Risk or RED implies that a condition of imminent
danger exists and that the possibility of stopping the operations should be
considered until the major modifications required to reduce the risk level are
in place. Another way of looking at it is that serious problems exist, which
require immediate major modifications.
2.2.4.5 Medium Risk or YELLOW, indicate that problems exist
that require moderate modification to procedures and operations, but a
modification period (30-60 days) is available.
2.2.4.6 Low Risk or GREEN minor or negligible changes are
required; they can be done when possible or convenient.
2.2.4.7 The final responsibility for the acceptance of a related risk,
as indicated in paragraph 3.2.1.3, lies in the hands of the DOA/CAO.
41

2.3
IDENTIFICATION OF AVIATION SAFETY HAZARDS THROUGH FOCUS
GROUP DISCUSSIONS
2.3.1 Introduction
2.3.1.1 An important part of any Accident Prevention Programme is
the identification of aviation safety hazards. A hazard can be defined as any
condition, event or circumstance which has the potential to cause illness,
death or damage and lead to an incident or accident.
2.3.1.2 Hazards can be identified by various means, many of which
are discussed throughout this manual, such as safety surveys and visits,
airfield and helipad inspections, observed hazard reports and so on. This
section describes in detail the identification of hazards through focus group
discussions.
2.3.2 Identification Of Aviation Safety Hazards Through Focus Group
Discussions
2.3.2.1 One of the most convenient and recommended methods to
proactively identify aviation safety hazards is the implementation of focus
group discussions. Focus group discussions provide the organization with a
current assessment of its safety performances and encourage staff to report
safety problems, making them more aware of the safety implications relating
to their individual jobs. In addition, they reaffirm that organizations
commitment to safety.
2.3.2.2 Focus group discussions, should involve as many staff and
management from all areas as possible, which allows staff to become more
actively involved in establishing and maintaining a safety culture within the
organization.
2.3.3 Purpose
2.3.3.1 The purpose of focus group discussions is to provide the
participants with a structured method to identify hazards within the
organization that have the greatest potential to compromise aviation safety.
Focus group meeting/discussion should be scheduled normally, at
Headquarters and Missions, on a semi-annual basis; however meetings
could be convened at any other time if deemed necessary.
2.3.4 Process for identifying hazards
2.3.4.1 The basic process for identifying aviation safety hazards
involves following five simple steps:
42

2.3.4.1.1 Identifying hazards. The outcome of this step is

to produce a list of hazards, which reflect the groups perception of
potential safety hazards within the organization.
2.3.4.1.2 Ranking the severity of hazards. The assignment
of scoring (from 1 to 3) to evaluate the hazard in terms of severe,
minor or negligible.
2.3.4.1.3 Identifying current defences. Identification of
defences within the organization designed to minimise the potential of
each hazard contributing to an accident.
2.3.4.1.4 Evaluating the effectiveness of each defence.
Evaluation of effectiveness of each identified defences.
2.3.4.1.5 Identifying additional defences. The outcome of
this step is to establish if modifications are needed to existing
defences or new ones required. In other words, is preparing a list of
inadequate defences that require safety action.
2.3.5 Managing the focus groups meetings
2.3.5.1 Although there are no hard and fast rules for conducting
effective focus groups, the general guidelines provided below apply:
2.3.5.1.1 The level of staff taking part in focus group
discussions is not specifically established but particularly in DPKO
Missions the attendance at these meetings need not be limited to
international staff. The optimal size of a focus group is generally six or
eight people. More than eight participants makes difficult to maintain
the focus of the discussion. Fewer than six may not be optimal use of
time.
2.3.5.1.2 Ideally, each focus group should comprise
participants who perform similar functions.
2.3.5.1.3 Management levels should be included in the
group discussion because they have a broader perspective on safety
issues. However, the Mission Aviation Safety Officer should evaluate
the convenience for conducting separate meetings (management-staff)
in order to avoid conflictive situations because some staff may feel
inhibited about identifying aviation hazards if management is present.
2.3.5.1.4 The Mission Aviation Safety and the relevant
Aviation Safety Officer(s) should facilitate the focus group discussions
at Headquarters and in the Missions.
2.3.5.1.5 The goal of focus group discussions is for
management and staff to
learn something new from
43

the participants. Therefore, it is best to let participants speak for

themselves, with limited involvement by the Mission Aviation Safety
Officer.
2.3.5.1.6 The Mission Aviation Safety Officers role is not to
lead the participants in a particular direction, but to let the group set
the content of the discussions. All participants should have equal
opportunity to put their view forward.
2.3.5.2 Mission Aviation Safety Officers need to remember that a
solid knowledge of procedures, rules and regulations is paramount for the
preparation, planning and implementation of an effective Accident
Prevention Programme. They must therefore use instruments such as ICAO
SARPs, UN manuals, applicable Military and/or Civil Aviation Authorities
regulations (mission home country aircraft state of registry), operators
operations manuals, etc.
44

2.4
OTHER CORE ACTIVITIES

2.4.1 Introduction
2.4.1.1 Most of the Accident Prevention Programmes proposed
activities and procedures such as Mission Aviation Safety Council, Reports,
Mission Aviation Safety Surveys and Emergency Plans are discussed in
detail throughout this manual.
2.4.1.2 This section aims to provide basic guidelines for those core
activities not addressed elsewhere in this Manual, with the aim of creating a
standardized level of aviation safety within the different Mission areas.
2.4.2 Airfield, Helipad And Ground Handling/Services Surveys.
2.4.2.1 The Mission Aviation Safety Officer shall conduct periodic
helipad, airfield and ground handling/services contractor surveys. These
can be conducted either on a regular planned basis, for example each
airfield to be visited twice a year or on a need to basis, for example due to
the fact that information has been received that a hazard exists and/or due
to the occurrence of an incident or accident in a particular airfield/helipad.
2.4.2.2 Available documentation such as countries AIP, ICAO
annexes UN Air Operations and Aviation Safety Manuals shall be used in
order to insure the accuracy of the survey being carried out. Risk
Assessment guides (see Part III, Section 2 of this Manual) could also be used
as reference materials and indication of areas to be surveyed and required
standards.
2.4.2.3
limited to:
-
Helipad and airfields surveys shall include but not be
Airfield markings
Airfield and apron Lighting
Condition of runway, taxiway and apron surfaces
Navaids
Obstacles
FOD programmes
ATC and meteorological facilities
Suitability for night operations
Fire fighting and rescue equipment
Search and Rescue
2.4.2.4 Ground handling/services contractors such as, aircraft

towing and ground handling services, fuel handling, fire fighting and others
shall also be surveyed. Surveys will vary depending on the service the
contractor is providing; however in general the following aspects should be
looked into:
45

- Are service contractors performing the activities they have been

contracted to do?
- General condition of the equipment being used
- Suitability of the equipment for what it is being used
- Maintenance programme
- Training programme of people using the equipment (basic,
recurrent and/or specialized for the particular equipment they
are using)
- Quality Assurance programme (fuel)
- Safety rules, regulations and procedures
2.4.3 Aircraft/Helicopter Operations And Maintenance Surveys.
2.4.3.1 The Aviation Safety Officer shall conduct periodic
aircraft/helicopter operations and maintenance surveys. Surveys shall
include, but not necessarily be limited to, the following aspects:
- Passenger Safety Briefings
- Flight checking
- Cargo tie down
- Dangerous goods
- Crew certification
- Operations procedures
Maintenance administration (MEL, policies on management of
differed items, spare parts, tools, equipment, practices,
environment and so on)
- Aircraft emergency equipment
- Safety equipment in general
2.4.4 Aviation Safety Briefings And Training Sessions
2.4.4.1 The Aviation Safety Officer shall prepare and conduct
periodic generic safety briefings for all personnel and briefings for specific
groups of people such as air operations, crews, MovCon, airport
management and ground handling personnel, MILOBS etc. Issues requiring
briefing are normally identified by the Aviation Safety Officer; however UNHQ
Aviation Safety Unit will, from time to time, provide general issues requiring
briefing in all missions at the same time
2.4.5 Generic Briefing
2.4.5.1 Generic briefing shall be given to all new personnel entering
the mission area as a means of educating staff members on Aviation Safety
related matter and creating an awareness on the importance of Safety at a
mission level. The briefing shall include but not necessarily be limited to the
following subjects:
- Introduction to
Aviation Safety in the Mission

46

Importance of On-board Safety Briefings

Aircraft evacuation procedures
Observed Hazard reporting procedures
FOD
Safety in and around the different type of aircraft and helicopters
Dangerous Goods
2.4.6 Movcon, Air Operations And Airport Management And Ground

Handling Personnel Briefing
2.4.6.1 Briefings for this group of people can be more technical as
they are directed at people who have or should have a knowledge of airport
operations, related hazards and general safety procedures. The briefing shall
include but not necessarily be limited to the following subjects:
-
Radio and communication procedures and phraseology

Procedures for movement in and around aircraft/helicopters
FOD
Dangerous Goods
UN Safety ground rules, regulations and procedures
Pre-flight runway inspections
Basic weather reporting
Emergency Response Plan
Observed Hazard reporting procedures
2.4.7 Crew Briefing

2.4.7.1 Crews shall be briefed on safety issues in the Mission and
also on what is expected of them from a UN Aviation Safety point of view:
The briefing shall include but not necessarily be limited to the following
subjects:
- Brief description of the Aviation Safety programme in the mission
and what is expected of them
- Correct use of aeronautical phraseology
- Briefings to passengers
- Occurrence reporting
- Observed Hazard reporting
- UN Safety ground rules, regulations and procedures
- Emergency Response Plan
- Airfields and helipads in use in the mission
2.4.7.2 As part of the Aviation Safety Programme a calendar of
activities shall be prepared by the MASO and presented to the DOA/CAO.
An example of a Calendar of Activities is attached as Annex D.
47

3. REPORTS
3.1
PRINCIPLES OF REPORTING
3.1.1 Introduction
3.1.1.1 Sound safety management and effective accident prevention
is based on a full, accurate and immediate 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 organization at all levels.
3.1.1.2 Effective reporting provides the Organization with an alarm
to situations, which are or could turn into potentially dangerous events or
occurrences. However, the importance of the information received is
sometimes lost as what appears to be the hazard or problem initially, might
actually just be the result of a far more dangerous item that is being
overlooked. This is where the importance of the investigation of the report
becomes evident.
3.1.2 Reporting Procedures
3.1.2.1 It is by the full and accurate reporting of occurrences and
hazards that serious accidents can be averted. Although action can and
must be taken on these reports at the lowest field level, the information has
to be passed to higher levels at UNHQ, where the overall picture is collected
so that actions for dissemination of information and possible solutions can
be sent to all the missions. The time limit for the various stages of reporting
is specified hereunder and should be carefully observed.
3.1.3 Types of Reports
3.2.1.1 The following standard reports are utilized by the Mission
Aviation Safety Officers to communicate relevant information to the
DOA/CAO and to UNHQ Aviation Safety Unit and Transport Section. (Some
of these reports are compiled in co-operation and co-ordination with the
mission air operations and MovCon officers).
3.1.3.1.1 Air Accident/Missing Aircraft Flash Report. Used
by field missions to report to UNHQ Situation Centre (SitCen) any
accident or missing aircraft within 2 hours of occurrence. Missions
will establish internal procedures for the submission of the Flash
Report to SitCen, in accordance with specific guidance issued by
USG-DPKO to Heads of Mission. This Flash Report is not to be
confused with and does not replace the Immediate Preliminary
Aircraft Occurrence Report described in paragraph 4.2.2.1 below.
48

3.1.3.1.2 Preliminary Aircraft Occurrence Report. Used to

report to UNHQ Aviation Safety Unit any accident, incident, hostile
act and air prox within 24 hours of their occurrence.
3.1.3.1.3 Aviation Observed Hazard Report. Used to report
to Mission Aviation Safety Offices and UNHQ any hazards and/or
safety concerns as anybody becomes aware of them.
3.1.3.1.4 Aircraft Inspection Report for Long Term Charter.
Used to report to UNHQ Aviation Safety Unit and Transport Section
the initial verification of the contract terms and the conditions of the
aircraft chartered by the United Nations for long-term contracts. This
inspection is conducted at the beginning of a contract or every time
the contracted aircraft is replaced.
3.1.3.1.5 Air Operators Performance Evaluation. Used to
report quarterly to UNHQ Aviation Safety Unit and Transport Section
the contracted Air Operators compliance with the terms of the
contract and to record its overall performance. This report is to be
used for Air Operators under Long Term Charter Agreements.
3.1.3.1.6 Carriers Assessment Report. Used to report to
UNHQ Aviation Safety Unit and Transport Section the Carriers
compliance with the terms of the contract and to record its overall
performance every time a deployment, redeployment or rotation of
personnel is executed. This Report is to be used for Carriers under
Short Term Charter Agreements.
3.1.3.1.7 LOA Inspection Report. Used at the beginning of
each agreement or every time an aircraft is replaced to report to
UNHQ Aviation Safety Unit and Transport Section verification of
compliance with the LOAs terms and the conditions of the aircraft
chartered by the United Nations under Letters of Assist.
3.1.3.1.8 LOA Assessment Report. Used to report to UNHQ
Aviation Safety Unit and Transport Section the Carriers compliance
with the terms of the contract and to record the Military Units overall
performance.
3.1.3.1.9 Freight Forwarding Compliance Report. Used to
report to UNHQ Aviation Safety Unit and Transport Section the
contractors compliance with the terms of the contract and to record
its overall performance. This report is to be used for carriers and
contractors Freight Forwarding Charter Agreement.
49

3.2
PRELIMINARY AIRCRAFT OCCURRENCE REPORT

3.2.1 General
3.2.1.1 The Preliminary Aircraft Occurrence Report (PAOR) is the
primary tool for informing UNHQ Aviation Safety Unit of any accident,
incident, hostile act or air prox, related to flight activities in the mission,
involving any aircraft or helicopter, civilian or military/government owned,
contracted to or under LOA or Pro-Bono with the United Nations.
3.2.1.2 The following is a list of situations (not conclusive) that
shall be reported as Aircraft Occurrences:
3.2.1.2.1 Lightning or Bird Strikes
3.2.1.2.2 Damage related to FOD
3.2.1.2.3 In flight fire, explosion, smoke or toxic fumes
3.2.1.2.4 Significant fuel leaks
3.2.1.2.5 Any defect, which adversely affects the handling
characteristics of the aircraft.
3.2.1.2.6 Failure of the pressurization system
3.2.1.2.7 Failure of navigation or communication systems
3.2.1.2.8 Rejected take off
3.2.1.2.9 Any runway incursion
3.2.1.2.10
Significant fuelling error
3.2.1.2.11
Significant cargo loading error
3.2.1.2.12
Emergency or precautionary landing
3.2.1.2.13
indications
In flight loss of all pitot-static instrument
3.2.1.2.14
indications
In flight loss of all normal gyro stabilized attitude
3.2.1.2.15
Engine flameout, failure or emergency shutdown.
3.2.1.2.16
Incapacitation of crew in flight
50

3.2.1.2.17
Any instance of inadequate terrain separation
3.2.1.2.18
Any departure or excursion from the runway
3.2.1.2.19
Any situation in which a heavy landing check is
3.2.1.2.20
Critically low fuel quantity
3.2.1.2.21
Injury to any person while in or on the plane
3.2.1.2.22
Damage to aircraft by ground equipment
3.2.1.2.23
Any landing on a wrong airport or wrong runway
required
3.2.1.2.24
Any part of the aircraft or its equipment is
sabotaged or vandalised
3.2.1.2.25
Unintentional Altitude deviation
3.2.1.2.26
Unintentional Navigation deviation
3.2.1.2.27
implications
Any other event considered to have serious safety
3.2.2 Timing of Report

3.2.2.1 An Immediate Preliminary Aircraft Occurrence Report
should be sent within the first 4 hours from occurrence by e-mail to the
Aviation Safety Unit at UNHQ, this e-mail should be copied to all other
Safety Officers/Assistants in the mission of occurrence and will include:
-
Date and approximate time of the incident/accident

Aircraft Type
UN Call Sign
Number of Crew and Pax if available
Location
Initial Description of the incident/accident
Casualties (if any and if information is available)
3.2.2.2 The Preliminary Occurrence Report (PAOR) should be

compiled and forwarded to UNHQ as soon as possible, normally within 24
hours of the occurrence. In particular circumstances where this time
schedule cannot be observed, every effort should be pursued to complete
and forward the Report as soon as practicable (in any case no more than 48
hours after the occurrence).
3.2.2.3 In case of accidents, the Chief UNHQ Aviation Safety Unit
must be immediately informed by telephone of the occurrence. This action
must be carried out regardless
of time zone differences.
51

3.2.3 Compilation Responsibilities

correct and timely compilation and submission of the Occurrence Report,
and final report resulting from its investigation. His signature should
appear at the bottom of the standard format under Report Prepared by.
3.2.3.2 The Mission DOA/CAO, or person delegated by him should
give Authorization for Report release to UNHQ. His signature should appear
at the bottom of the standard format under Report Authorized by.
3.2.3.3 The MASO shall brief all crewmembers on their arrival in
the mission area of their responsibility and obligation to inform and report
all occurrences, as per UN procedures and contractual obligations.
3.2.4 Investigation of the Occurrence
3.2.4.1 Reporting is one of the basic tools in accident prevention; it
provides the Organization with an alarm to situations, which are or could
turn into potentially dangerous events or occurrences. However, the
importance of the information received is sometimes lost as what appears to
be the hazard or problem initially, might actually just be the result of a far
more dangerous issue that is being overlooked.
3.2.4.2 With this in mind and to insure that lessons learned from
occurrences are used for the improvement of safety in all missions, the
MASO shall follow up and investigate all Preliminary Aircraft Occurrence
Reports received and also those Observed Hazard Reports that are either
repetitive or could turn into a major concern if not addressed properly.
3.2.4.3 Results of the investigation shall be included in a Final
Report and sent to UNHQ Aviation Safety Unit as soon as possible.
3.2.5 Final Report
3.2.5.1 The Final Report will follow ICAO Annex 13. (Aircraft
Accident and Incident Investigation) guidelines as indicated below.
3.2.5.1.1 Format of the Final Report
I. TITLE shall contain name of the operator, UN registration, model,
nationality and registration marks of the aircraft; place and date of the
incident.
II. FACTUAL INFORMATION shall contain when pertinent the
following points:
a. History of the Flight
52
- Brief summary

with
information
such
as
type
of
operation,
scheduled/unscheduled flight, last point of departure, time of
departure, point of intended landing, flight preparation,
description of the flight and events leading to the incident,
location (latitude, longitude, elevation), time of the incident,
whether day or night and any other fact which the investigator
considers relative to the investigation.
b. Injuries to persons The following table should be completed
using the corresponding number.
Injuries
Minor
None
Crew
Passengers
Others
c. Damage to aircraft brief explanation of the damage sustained by

the aircraft.
d. Other damage Brief description of damage sustained to other
equipment or objects, different to the aircraft.
e. Personnel Information Should contain information on the flight
crew such as: age, validity of licenses, ratings, mandatory checks,
flying experience (total and on type) and duty time. Should also
contain a brief description of qualifications and experience of
other crew members and when relevant any other pertinent
information of other personnel involved, such as air traffic
services, maintenance etc.
f. Aircraft Information Brief information on airworthiness and
maintenance of the aircraft, with indications of any deficiencies
known prior to and during the flight that might have had a
bearing on the accident/incident. Where relevant a brief
description on performance and on weight and balance issues.
Type of fuel used.
g. Meteorological information information on the meteorological
conditions, including forecast and actual condition where
available, also where pertinent any information on the availability
of meteorological information to the crew. When needed any
information on natural light conditions at the time of the
accident/incident i.e. sunlight, moonlight, twilight etc.
h. Aids to navigation When pertinent, any information related to
navaids (ILS, NDB, VOR etc.) and their effectiveness at the time of
the accident/incident.
i.
Communication - Information pertinent to the situation being

investigated related
to
aeronautical
53

mobile and fixed service communication and their effectiveness.

j.
Aerodrome information Pertinent information associated with the

aerodrome or landing site, its facilities and general condition.
k. Additional Information Any other useful and pertaining

information that has not already been included.
III. ANALYSIS Based on the information collected in Part 1 above Factual
Information, an analysis leading to the determination of conclusions and
causes shall be completed.
IV. CONCLUSIONS Findings and causes established in the investigation
shall be listed. Causes should include both the immediate ones and also
the not so evident systemic ones.
V. SAFETY RECOMMENDATIONS When and if necessary
recommendations for the purpose of accident prevention and any
resulting corrective action should be stated.
VI. ANNEXES Appropriate and necessary information which leads to a
further understanding of the report, or which supports conclusions and
recommendations shall be included as an annex. Annexes shall be
numbered and mentioned with their corresponding number in the
preceding sections of the report.
3.2.5.2 Accidents will always be the subject of an Aviation Safety
Technical Investigation (ASTI), which will account for final reporting and a
Mission BOI. Therefore, accidents will not normally require any reporting
other than the Preliminary Aircraft Occurrence Report and the official
investigation (ASTI), which will continue to be done by the Aircraft Accident
Investigator designated by UNHQ.
3.2.6 Aircraft Commander Responsibilities
3.3.1.1 Unless incapacitated, the aircraft commander will report
immediately to his supervisor any occurrence involving UN aircraft, which
occurs while he is acting as aircraft commander. A written report
concerning the circumstances of the accident will be submitted by the
aircraft commander, through the Air Operator/Military Unit point of contact
designated for aviation safety, to the Mission Aviation Safety Officer within 5
(five) hours of occurrence.
3.3.1.2 If the aircraft commander is incapacitated and can not
submit the above-mentioned report, this task falls on the Air
Operator/Military Unit point of contact designated for aviation safety.
Procedures and timing of the report are the same as specified in paragraph
3.2.6.1 above.
54

55

3.3
AVIATION OBSERVED HAZARD REPORT

3.3.1 General
3.3.1.1 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.
3.3.1.2 The MASO is responsible for insuring the dissemination of
OHR blank forms throughout the mission area and insuring that all
personnel are aware of the importance of reporting any action, or non
action, or event which they (i.e. the person informing) consider hazardous.
3.3.1.3 Additionally, the DOA/CAO through the Aviation Safety
Council Meetings, should insure that solutions, ideas and recommendations
regarding or resulting from OHRs are promoted and implemented in the
field.
3.3.2 Reporting Procedures
3.3.2.1 The OHR form should be made available to all the
operators, in all aircraft operating bases, hangars and passenger terminals,
to all UN personnel and to those working on a contractual basis with the
UN.
3.3.2.2 OHR should be a descriptive narrative of the hazard, which
can be submitted anonymously if the sender so wishes, to the attention of
the MASO or directly the Aviation Safety Unit in UNHQ New York.
3.3.2.3 After being investigated, all OHRs, with their recommended
actions (where applicable), shall be forwarded to UNHQ Aviation Safety Unit
as soon as feasible.
3.3.3 General instructions
3.3.3.1 MASO shall insure clear instructions are placed near or on
the OHR form as to the particular procedures to be followed in each area or
mission for the submission of the same. That is to say, relevant fax
numbers, names of people in charge, location of drop boxes and so on.
3.3.3.2 A letter or note acknowledging the receipt of the OHR (when
it is not sent anonymously) should always be sent by the MASO to the
person submitting the report.
3.3.3.3 All OHR should be investigated by the MASO and re written
if a further explanation of the same is necessary. Additional available
information should be added when it is received.
56

3.3.3.4 When MASO deems necessary or when various OHR have

been received pertaining to a similar or to the same situation or hazard, a
Final Report will be written following ICAO Annex 13 guidelines, as
established in paragraph 4.2.5 Final Report, above.
3.3.3.5 No disciplinary actions will be taken towards the person
submitting the report, unless the person has committed a blatant violation
against established procedure/rules/regulations and wilful misconduct
affecting the safety of the UN Air Operations is apparent, in which case the
issue will be reported to the DOA/CAO and to the Mission Security/Police
for action.
3.3.3.6 MASO shall insure that all OHR requiring follow-ups or
corrective actions from specific sections, areas or units in the Mission, are
forwarded to the person in charge with a covering memo from the
DOA/CAO. The memo should include instructions to respond with corrective
actions, comments or both and a reasonable time of response for them to
evaluate and reply.
3.3.3.7 The MASO is responsible for following up on
recommendations and actions arising from the investigation of the OHR and
keeping a record of the same and their current status.
57

3.4
AIRCRAFT INSPECTION REPORT LONG TERM CHARTER

3.4.1 General
3.4.1.1 The Aircraft Inspection Report for Long Term Charter is
used to report to UNHQ Aviation Safety Unit and Transport Section the
condition of the chartered aircraft and compliance with the terms of
contract. The successful completion of the inspection is a prerequisite for
the acceptance of the offered aircraft and the consequent initiation of the
charter.
3.4.1.2 This inspection report is not a basis for the Peacekeeping
Mission to initiate action against the carrier which, if required, will be
carried out by UNHQ. It can be used, however, to address matters that can
or should be remedied locally prior to the charter commencing.
3.4.1.3 This inspection report is applicable to United Nations
contract charter agreements ONLY and is not to be used for aircraft/flights
provided by Member States and/or Troop Contributing Countries under
Letter(s) of Assist. The inspection of these aircraft is addressed in Section 7.
3.4.2.1 At the beginning of each and every contract, one individual
Report should be filled for each and every aircraft chartered. The Report
should be repeated for any new machine, every time a replacement aircraft
is deployed during an existing contract.
3.4.2.2 The report should be faxed to the UNHQ Transport Section
(3-8655) and Aviation Safety Unit (3-3881), within one week of its
compilation date. The original should be sent by pouch/mail to Logistics
Support Division, UNHQ, NY attention Aviation Safety Unit, as soon as
possible.
correct and timely compilation of the Report and for presenting it to the
Releasing Authority as specified below. He/she should be assisted in the
conduct of the inspection, for the parts of their competence, by mission Air
Operation Officers, provided that they are qualified pilots or aeronautical
mechanics/engineers. However, the final compilation responsibility rests
with the Mission Aviation Safety Officer. His/her signature should appear at
the bottom of the standard format under Inspected by.
3.4.3.2 Authorization for Report release to UNHQ should be given
by the Mission DOA/CAO, or person by him/her delegated. His/her
signature should appear at the
bottom of the standard format
58

under Approved by.

3.4.4 Instructions For Compilation
3.4.4.1 In order to insure compliance with the contract the MASO
shall not carry out an aircraft inspection unless he has received a copy of
the contract of the Long Term Charter agreement for the aircraft in question
and has access to copies of all relevant aircraft certificates and
documentation.
3.4.4.2 The inspection associated with questions 9 and 10 of the
report are to be undertaken and completed by Air Operations or Aviation
Safety personnel ONLY.
3.4.4.3 The external appearance and condition of the aircraft
(Question 11 of the report) is to be completed by Air Operations or Aviation
Safety personnel wherever possible. However, in the absence of Air
Operations or Aviation Safety personnel, only other technically qualified
personnel may complete this assessment in general terms.
3.4.4.4 Any technical anomalies highlighted as a result of the
inspection should be discussed with the English-speaking member of the
flight crew in the first instance. The results of those discussions are to be
included in the Notes to the Inspection Report.
3.4.4.5 MASO should insure that all answers given in the report are
based on the following instructions and requirements.
3.4.4.5.1 General Information
3.4.4.5.1.1 Name of Mission Enter the name of the
applicable Peacekeeping Mission.
3.4.4.5.1.2 Inspection Date Enter the date that the
aircraft inspection is performed.
3.4.4.5.1.3 Inspection Location Enter the airfield
where this inspection is performed.
3.4.4.5.1.4 Aircraft Task - Briefly describe the task
required from this aircraft as indicated in the contract (e.g.
Light Utility, Passenger, Cargo, Medium Helo, etc)
3.4.4.5.1.5 Deployment Base Enter the name of the
base from which the aircraft normally operates.
3.4.4.5.1.6 Aircraft Type Enter the type of aircraft
provided as per the contract (e.g. AN-26, B-212, B-200).
59

3.4.4.5.1.7 Operator Enter the name of the operator

as detailed on the Air Operators Certificate.
3.4.4.5.1.8 Aircraft Registration Number Enter the
registration number of the aircraft (usually displayed on the
fuselage of the aircraft). The registration number should be
the same as the one that appears on the contract and on
the Certificate of Registration and Certificate of
Airworthiness provided.
3.4.4.5.1.9 UN Call Sign Enter the UN call sign
assigned to the aircraft by the mission.
3.4.4.6
Technical Assessment
3.4.4.6.1 On inspection, if any doubt exists in relation to

any of the required certificates or documents, MASO should obtain a
photocopy of the certificate and forward it with the completed
Inspection Report, to UNHQ Aviation Safety Unit. All certificates
should be in the language of the certifying country and in English; if
not, translations should be provided.
3.4.4.6.2 Air Operator Certificate (AOC). The safety
officer conducting the inspection Inspector should insure that the Air
Operator Certificate and Operating Provisions are available for
inspection in the aircraft. He/she should review, in particular, if the
Air Operator Certificate provides the following details:
3.4.4.6.2.1
address);
Operators identification (Name and
3.4.4.6.2.2 Date of issue and period of validity (has the

certificate expired);
3.4.4.6.2.3 Description of the types of operations
authorised (is the aircraft authorised for passenger,
passenger and cargo, or cargo only type operations, etc.);
3.4.4.6.2.4 The type(s) of aircraft authorised for use
(confirm that the aircraft provided is authorised to complete
the required task(s); and
3.4.4.6.2.5
routes.
The authorised areas of operation or
3.4.4.6.3 Certificate of Registration (C of R). Verify the

following:
60

3.4.4.6.3.1
Is the C of R carried on board at all times?
3.4.4.6.3.2 Confirm registration marks on aircraft

coincide with those indicated in the C of R and in the
identification plate affixed inside the Aircraft;
3.4.4.6.3.3 Confirm name of owner agrees with name
of operator as indicated in the AOC or if different, that the
owner and the operator
are indicated as lesser and lessee
in the applicable lease agreement;
3.4.4.6.3.4 Confirm that the name of the operator
identified on this certificate agrees with that specified in the
Air Operating Certificate. (Note: Some NAAs do not
indicate the name of the operator in the Certificate of
Registration.)
3.4.4.6.3.5 Confirm number of certificate, date of issue
and expiration date (if applicable).
3.4.4.6.4 Certificate of Airworthiness (C of A). Check
the Certificate of Airworthiness to confirm the following:
3.4.4.6.4.1 Does the aircraft possess a C of A issued
by the NAA of the country of registration? Is it carried on
board at all times?
3.4.4.6.4.2 Is the expiry date on the C of A beyond the
date of compilation of this report? (Note: Some NAAs issue
C of A under a system of continuous inspection and do not
carry expiration date.)
3.4.4.6.4.3 Verify that the registration number of the
aircraft provided agrees with that specified in the Certificate
of Airworthiness.
3.4.4.6.4.4 Confirm that the category of aircraft
specified on the Certificate of Airworthiness is suitable to
complete the required task(s).
identified in the C of A agrees with that specified in the
AOC. (Note: Some NAAs do not indicate the name of the
operator in the C of A.)
3.4.4.6.5 Insurance Certificate. Ensure that the
registration months of the aircraft provided are specified in the
Insurance Certificate. Verify that all insurance terms indicated in the
charter agreement are
quoted in the insurance
61

certificate provided. In particular:

3.4.4.6.5.1 The Certificate applies to the aircraft
provided; it names the UN as additional insured; under
conditions it provides All and every use incidental to the
UNs operations; the war risk insurance liability is provided
(if applicable); the geographical limitations include your
area of operation.
3.4.4.6.5.2 The information required might be in
various certificates depending on the country and the
insurer. MASO should insure that all insurance aspects
contained in the contract are covered i.e. crews, passenger,
hull, war risk and so on.
3.4.4.6.6 Crew Licences. Check the Crew Licences to
verify the following:
3.4.4.6.6.1
current?
Are the flight and cabin crew Licences
3.4.4.6.6.2 Are the flight and cabin crew Licences

endorsed for this type of aircraft?
3.4.4.6.6.3 Do the Licences carry endorsement from
the national aviation authority of the country of registration
for the aircraft provided?
3.4.4.6.6.4 If and when applicable, are the crew
certified and current for night VFR and/or IFR flights?
3.4.4.7
Crew
3.4.4.7.1 Does the flight crew contain at least one pilot who
is fully fluent in technical aviation English language, in accordance
with the Air Charter Agreement?
3.4.4.7.2 Do the crew members appear to be appropriately
attired, medically fit, and trained to perform their duties under the Air
Charter Agreement?
3.4.4.7.3 Verify that the minimum number of cabin
attendants required for this type of aircraft, based on either seating
capacity or the actual number of passengers to be carried, are
provided in order to effect a safe and expeditious evacuation of the
aircraft in an emergency evacuation situation. Cabin attendants must
have valid licenses and licenses should be endorsed to signify they
have received training on the particular aircraft they are flying in.
Note: Until the issue of transportation of passengers on cargo aircraft
is definitely resolved at
UNHQ level, in those
62

limited cases where cargo airplanes are being used to transport

passengers and load masters or other members of the crew are
carrying out cabin attendant duties, such as safety briefings, verify
that these crew members are properly qualified and certified to
perform these duties.
3.4.4.8
Technical Condition Of The Aircraft
3.4.4.8.1 Verify that the Technical Log Book is current for

this aircraft. Compare the list of defects to the Minimum Equipment
List to ensure aircraft repair programme is being regularly updated. If
these documents are in a language other than English and therefore
cannot be verified, please specify so in the notes.
3.4.4.8.2 Verify that the equipment as listed in the
companys Minimum Equipment List is provided. Provide detail of
any items not provided in accordance with that list. If a copy of the
MEL and the companys Operating manual are in a language other
than English and therefore cannot be verified, please specify so in the
notes.
3.4.4.8.3 What is the external appearance and condition of
the aircraft? This inspection should include checking for fuel and/or
oil leaks; verifying the condition of the tyres; checking for damage to
the fuselage, wings, etc; or identification of any other defects.
3.4.4.8.4 Verify that the aircraft is painted in UN livery, in
particular:
3.4.4.8.4.1 The entire aircraft is painted white,
however exhaust wash areas and other critical components
maybe painted black. Fire ground rescue safety markings,
as required by ICAO regulations, will be standard colours
and remain clearly visible.
3.4.4.8.4.2 The letters UN or the words United
Nations are painted in black or dark blue on the underside
and topside of either the left or right wings so as to be
clearly visible and proportionate to size of wing. Helicopters
should have the letters UN on the underside of the
fuselage and the nose.
Nations are painted in black or dark blue on both sides of
the fuselage so as to be clear and visible and proportionate
to the size of the aircraft. Large aircraft may affix the
letters UN on the front of the fuselage, with the words
United Nations on the rear of the fuselage. Helicopters
and small
aircraft should
63

use the letters UN on both sides of the fuselage. The

letters should be made as large as possible, placed in a
logical area and proportionate to the size of aircraft.
Nations are painted in black or dark blue on both sides of
the vertical tail surface, alternatively, the UN emblem can
be affixed. Helicopters should have the words United
Nations along the tail boom surface, but this requirement
is not absolutely necessary.
3.4.4.8.4.5 Serial numbers can remain on the vertical
tail surface and on the wings as required by national
regulations.
3.4.4.8.4.6 Company/Operator name shall not appear
on the aircraft. National flag symbols, if required, may
appear discreetly in the usual position. If on the vertical
tail surface, these emblems must be below the UN symbol.
Note: Any deviation to the above stated markings should be included in the notes
section of the report.
3.4.4.9
Cabin Assessment
3.4.4.9.1 Verify that the aircraft is fully equipped with

Emergency and Survival Equipment as required by the contract, and
list any items that are either not provided, or where there is less than
sufficient for the number of passengers to be carried. Particularly,
confirm that there are sufficient life jackets on board to accommodate
the number of passengers being transported.
Note: Obtain the assistance of a crewmember to identify the relevant items of
equipment.
3.4.4.9.2 Verify and/or confirm the condition of the
following aircraft facilities:
3.4.4.9.2.1 Cleanliness. Is the aircraft clean
internally, sufficient to accommodate passenger travel in a
healthy environment? Specifically:
(i)
Is the passenger cabin area clean and tidy?
(ii)
Are the toilet facilities clean and in a serviceable
state?
(iii)
Is the passenger cabin area free from any offending or
nauseous
odour?
64

(iv)
Are passenger seats clean and fresh (to a standard
equivalent to that found in other civilian passenger
aircraft)?
3.4.4.9.2.2 Seats. The following are requirements
applicable to seats:
(i)
Are there sufficient seats to accommodate all
embarking passengers?
(ii)
Are those seats correctly serviced and do they have
adequate seatbelts fitted?
(iii)
Are the seats functional (are they adjustable to
accommodate passenger comfort requirements) and do the
seatbelts function correctly?
3.4.4.9.2.3
Baggage. Does the aircraft provide:
(i)
Sufficient, safe and secure storage for the quantity of
baggage to be transported?
(ii)
If and when required, does aircraft have sufficient nets
and cargo tie down equipment? Is it in adequate working
order?
3.4.4.9.2.4 Public Address System. Is the internal
PA system on board the aircraft functional and serviceable?
3.4.4.9.2.5 Overhead lockers. Are they serviceable,
and do the latches or securing device/s function correctly.
3.4.4.9.2.6 Lights. Does the internal lighting
function correctly; is the internal safety lighting (including
exit locator lighting) sufficient and operating correctly; and
do the personal reading lights function correctly (when
applicable)?
3.4.4.9.2.7 Air Conditioning. Does the aircraft
passenger cabin air conditioning function in an acceptable
manner?
3.4.4.9.2.8 Aircraft Safety Instructions. Are there
sufficient aircraft information and safety cards (when
applicable) on board to accommodate the number of
passengers being transported?
3.4.4.9.3 Verify
65
that all emergency exits

and exits in general are properly marked and identified as such.

Emergency exits should have clear instructions on how to operate
them in case of an emergency. Instructions should be in English or in
diagram form understandable to all. When higher than 6 ft,
emergency exits must be equipped with an automatically deployable,
self-sustaining means of evacuation.
3.4.4.10 Aircraft Fitness Overall
3.4.4.10.1
Since specifications my vary according to the
type of contract and the aircraft model, verify that all the items listed
in Part II - Aircraft Specifications - of Annex E to the contract Aircraft Services Specifications Vendors Response Checklist - are
reflected in the aircraft being inspected. Particular attention should
be given to the state and proper working conditions of aircraft
equipment (Part II, paragraph 8.c.).
3.4.4.10.2
In conjunction with the Air Charter Agreement
and based on the above inspection assessment:
3.4.4.10.2.1
equipped?
Is the aircraft as provided properly
3.4.4.10.2.2
Does the aircraft as provided appear to
be properly maintained?
3.4.4.10.2.3
Is the aircraft as provided fit for the
purpose for which it has been chartered?
66

3.5
AIR OPERATORS PERFORMANCE EVALUATION

LONG TERM CHARTER AGREEMENT
3.5.1 General
3.5.1.1 The Air Operators Performance Evaluation is used to report
to UNHQ Aviation Safety Unit and Transport Section the overall performance
and the compliance with the terms of contract of Air Operators under Long
Term Charter Agreements during the duration of the contract. Data
collected are used to generate a database on the weaknesses and
strongholds of air operators for future reference.
3.5.1.2 This report is to be used only for evaluating civilian air
operators contracted under UN charter agreements or provided to the UN on
a pro-bono basis. It is not applicable to aircraft/flights provided by Member
States or Contributing Countries under Letters of Assist agreements. For
these, refer to Section 8, LOA Military Aircraft Performance Evaluation.
3.5.2.1 The Report shall be compiled every three months, starting
from the effective initiation date of the chartered service at the Mission.
Under normal circumstances, a one-year charter will receive four Air
Operators Performance Evaluations. Adjustments can de done to
accommodate slight differences in contract duration so that an objective and
thorough evaluation can be performed.
(3-8655) and Aviation Safety Unit (3-3881), within one week of their
Support Division, UNHQ, NY, attention Transport Section as soon as
possible.
3.5.3.1 The Chief Aviation Officer (CAVO) is responsible for the
Releasing Authority as specified below. CAVO is assisted by the Mission
Aviation Safety Officer (MASO) who is responsible for the compilation of the
Aviation Safety parts specified in the report. CAVO and MASO should obtain
the assistance from all other Mission functions that interact in any way with
the air operator for collecting relevant information germane to the
compilation of the Report. The signatures of both officers shall appear at
the bottom of the standard format under CAVOs Signature - MASOs
Signature.
by the Mission DOA/CAO, or person by him/her delegated, who should also
enter any personal comments on the Air Operator's performance. His/her
67

signature should appear at the bottom of the standard format under Chief
Administrative Officer.
3.5.3.3 Should the situation arise, where there is no Aviation Safety
Officer present, then the Air Operations Officer conducting the inspection
will fill in the sections pertaining to Air Operations ONLY; all information
relating to the Aviation Safety sections will be left blank.
3.5.4 Instructions for Compilation
3.5.4.1 CAVO and MASO should insure that the format is fully and
properly filled in. Relevant information should be typed or printed clearly in
English and/or where applicable the appropriate box containing the relevant
information ticked.
3.5.4.2 Ratings, whether they be good or unsatisfactory should be
expanded on in the comments box provided. Additional information
considered relevant, or of interest should be included as comments at the
end of the report.
3.5.4.3
General Information and Aircraft Description
3.5.4.3.1 CAVO and MASO should insure that all answers

are based on the following instructions and requirements:
3.5.4.3.1.1 Name of Mission/Report No. - Enter the
name of the applicable Peacekeeping Mission, year and
progressive number assigned by the mission. ( e.g.
UNAVEM/97/01 would be the first report from UNAVEM
for the year 1997).
3.5.4.3.1.2 Relevant Period - Enter the three months
period covered by the report (e.g. 1 July 97 through 31
October 97).
3.5.4.3.1.3 Operator/Nationality - Enter air
operators full name and nationality.
3.5.4.3.1.4 Contract No. - Enter contract number as
it appears at the top of the contract in your possession.
3.5.4.3.1.5 Contract Start Date - Enter starting date
indicated in the contact.
3.5.4.3.1.6 Contract Termination Date - Enter
ending date indicated in the contact.
68

3.5.4.3.1.7 Contract Terms - Enter length of contract

(e.g. six months, one year etc).
3.5.4.3.1.8 Aircraft Type - Enter type of aircraft
chartered in the contract.
3.5.4.3.1.9 Quantity - Enter number (spelled out) of
aircraft included in the contract.
3.5.4.3.1.10 UN Call Sign(s)- Enter actual call sign
used by the aircraft crew for all flights in support of this
contract.
3.5.4.3.1.11 Registration Number(s) - Enter aircrafts
registration number (usually displayed on the fuselage of
the aircraft). The registration number should be the same
as the one that appears in the contract.
3.5.4.4
Documentation Validity
3.5.4.4.1 On inspection if any doubt exists in relation to

the aircraft certificates provided, the inspecting officers should obtain
a photocopy of the particular certificate and forward it with the
report. All certificates should be in the language of the certifying
country and in English; if not, translations should be provided.
3.5.4.4.2 Air Operator Certificate. Certificate number
and expiration date should be entered in the column provided after
verifying the following:
3.5.4.4.2.1 The Air Operator Certificate and Operating
Provisions are available for inspection in the aircraft.
3.5.4.4.2.2 The Air Operator Certificate provides the
following details:
-
Operators identification (Name and address);
Date of issue and period of validity (has the

certificate expired ?);
Description of types of operations authorized (e.g.

passenger, passenger and cargo, cargo only etc);
Confirm that the aircraft provided is authorized to

execute the required task(s);
Indication of authorized areas of operation or routes.
69

3.5.4.4.3 Aircraft Certificate of Registration (C of R).

Verify the following:
3.5.4.4.3.1

owner and the operator are indicated as lesser and lessee in
the applicable lease agreement;
Registration.)
3.5.4.4.4 Aircraft Certificate of Airworthiness (C of A).
Check the Certificate of Airworthiness to confirm the following:
board at all times?
of Airworthiness.
70

3.5.4.4.5 Aircraft Certificate of Insurance. Certificate

number and validity date should entered in the column provided after
verifying the following:
3.5.4.4.5.1 The Certificate applies to the aircraft
provided; it names the UN as additional insured; under
conditions it provides All and every use incidental to the
UNs operations; the war risk insurance liability is
provided (if applicable); the geographical limitations include
your area of operation;
3.5.4.4.5.2 The information required might be in
various certificates depending on the country and the
insurer. MASO should insure that all insurance aspects
contained in the contract are covered i.e. crews, passenger,
hull, war risk and so on.
3.5.4.4.6 Aircrew Certificates and Licences. Any new
data on crew licences should be entered in the column provided (e.g.
new endorsements or new expiration dates), if the data remains the
same no changes should be entered. If the licenses are not in
English, translations should be requested so that Crew Licences can
be checked to verify the following:
3.5.4.4.6.1
current?
Are the flight and cabin crew Licences

3.5.4.4.6.4 If and when applicable, are the crew
certified and current for night VFR and/or IFR flights?
3.5.5 Air Operators Evaluation
3.5.5.1 The inspecting officers shall enter in the appropriate
column the rating that is closest to the air operators performance. The
following guidelines should be used when rating: A: Outstanding (indicating
the operator is considered highly professional in all areas); B: Very Good
(when considered highly professional in most areas); C: Satisfactory
(indicates the operator meets basic requirements); D: Unsatisfactory (in
general the operators compliance/performance is below requirements).
3.5.5.2
Aircraft
71

3.5.5.2.1 Compliance with the UN contract provisions,

ICAO Standards and Company procedures. The inspecting officers
shall enter the rating in relation to the overall compliance with the
provisions of the contract as described in Annex A to the contract, ICAO
Standards and Recommended Practices and Company procedures as
described in their Operations Manual. Ratings should be based on
availability and also on quality. If some of the information cannot be
checked as documentation such as Operation Manuals is not available or
not in English, please state the information in the comments box
provided.
3.5.5.2.2 Aircraft Documentation. Please note that this point
refers to flight and maintenance logbooks. The inspecting officers shall
base ratings on the manner aircraft documentation is kept (entries
clearly written, daily updates, all events recorded etc). If these records
are kept in a language other than English and therefore cannot be
inspected, please state so.
3.5.5.3
Manager
3.5.5.3.1 Competence and knowledge of his field of work.

Rate if he/she is adequately qualified (competence) and how much
theoretical and practical understanding (knowledge) he/she has of his
work. Also evaluated here is the knowledge and understanding of
international/national and companies rules, regulations and procedures.
3.5.5.3.2 Cooperation with UN Aviation Unit. Base your
rating on items like availability outside normal working hours, initiative
to solve problems effectively and rapidly, mannerism in dealing with UN
personnel, willingness to go the extra mile and any other item you might
consider relevant to his/her cooperation such as behaviour, appearance
and conduct.
3.5.5.3.3 Compliance with Financial aspects. Rate the
managers ability to deal with the financial aspects of the contract, such
as precision, reliability, honesty etc.
3.5.5.3.4 Sense of responsibility. Rate his/her availability to
be called to account for his/her actions, his/her capability of rational
conduct, good credit, respectability and trustworthiness.
3.5.5.4
Aircrew
3.5.5.4.1 Availability and level of personnel required by the

contract. Base your rating on the number of days the crew, or part of it
was available in relation to the number of days they were unavailable.
Consider also compliance with personnel levels indicated in the contract.
3.5.5.4.2 Aircrew Certificates and Licences. This rating
should reflect the way
certificates and licences are
72

updated and renewed before expiration; if they are readily available and
well kept etc.
3.5.5.4.3 Pilot(s), Navigator(s), Flight engineer(s), Other
crew member(s), Ground technician(s) qualification and proficiency.
This rating should reflect the way type rating, night, IFR and other
specific qualifications are kept updated; how proficiency checks and
company training are conducted and when (before expiration, timely,
regularly, occasionally, with or without specific programme etc.). Should
also reflect training and licenses of other crewmembers such as flight
attendants and maintenance technicians.
3.5.5.4.4 Aircrew aeronautical English proficiency. Rate
aircrews capability to use aeronautical English in accordance with
standard radio procedures and their ability in general to communicate
with flight following/ATC and you as a safety officer. Remember the
contract states that at least one of the PILOTS should be proficient in
aeronautical English.
3.5.5.4.5 Care / use of UN Equipment. Rate the care all
operator personnel have in the use of UN equipment from radios to
vehicles (when applicable) to furniture, offices, etc. Are they kept
efficient, clean, well-guarded etc.
3.5.5.4.6 Cooperation with the UN Aviation Unit. Base your
rating on items like availability outside normal working hours, initiative
to solve problems effectively and rapidly, mannerism in dealing with UN
personnel, willingness to go the extra mile and any other item you might
consider relevant to his/her cooperation, such as behaviour, appearance
and conduct.
3.5.5.4.7 Disputes with UN members. Rate behaviour in
conflicting situations (especially in the presence of misbehaviour on the
part of UN personnel), self-control, willingness and capability to solve
disputes etc. Report in the notes any disciplinary actions taken.
3.5.5.5
Missions And Operations Performances
3.5.5.5.1 Aircraft daily task performance level. Base

your rating on the percentage of tasking performed in relation to
tasking given and on the performances quality. (e.g. if all tasks
assigned during the period have been carried out to your satisfaction,
you will rate A or B, otherwise you will assign a lower rating in
accordance with the level of your dissatisfaction. All episodes or
occurrences generating a D grade must be described in a note for the
file and kept in your files for future reference).
3.5.5.5.2 Timing compliance. Rate the capability to
adhere to tasked timing. Consider only delays generated by the air
operator such as late
arrivals at airport, delays
73

due to unscheduled maintenance and so on.

3.5.5.5.3 Aircrew compliance with local airspace rules.
Consider any reported air traffic violations, not only from official
sources but also (and especially) from informal reports from frequent
users. Passengers who often fly with the same crews are the best
witnesses on how specific crew behave away from base.
3.5.5.5.4 Aircrew compliance with UN flight following
reporting procedures. Consider general behaviour in relation to the
UN flight following reporting system, including reported violations
from flight followers and/or from users. Passengers who often fly
with the same crews are the best witnesses on how specific crew
behave.
3.5.5.5.5 Level of readiness and execution of emergency
situations. Base your rating on reaction speed to emergency
situations, both from duty aircrew, if 7/24 Medevac/Casevac
operations are contemplated, and from any other crew called up in
response to emergency situations.
3.5.5.5.6 General oversight and preparation for flights,
pre-flights, cargo loading, manifests etc. base your ratings on time
and care given to each task. The following of company SOP on the
subject, who should do them, when and so on.
3.5.5.5.7 Preparation and calculation of aircraft weight
and balance and cargo manifest. Base you ratings on the time and
care taken in the preparation of the same and on whether established
company procedures are followed.
3.5.5.6
Maintenance
3.5.5.6.1 Scheduled/Unscheduled maintenance.

Evaluate if maintenance is carried out when required, timely,
properly, professionally; if spare parts used are certified aviation
parts and not the so called bogus spare parts; if maintenance
manuals are readily available and are used regularly; if work cards
are used; if quality controls are executed etc. Rate how unscheduled
maintenance is conducted, what effort is made to avoid disrupting
operations etc.
3.5.5.6.2 Down time. Enter the number of days in which
the aircraft was/were not mission ready (NMR) during the period
covered by this report. In case of more than one aircraft enter data
for each one individually (e.g. 1+0+6 shows a three aircraft contract).
3.5.5.6.3 Availability and compliance with approved
MEL program. Verify if
the aircraft/company has
74

an approved MEL, whether it is available in the mission area and if so

how do they track and what are their policies for different
maintenance items.
3.5.5.6.4 Qualification of technicians. Base your
evaluation such things as qualifications of the assigned
technicians, what maintenance they are authorized to carry out,
last training attended, last recurrent training received and so on.
3.5.5.6.5 Maintenance manual. Verify an updated
maintenance manual for the aircraft in question is available in the
field and if technicians use the manual when inspections or
scheduled/unscheduled maintenance is being carried out. Verify if
the company has a system in place to update manuals in the field.
3.5.5.6.6 Availability of maintenance tools/equipment.
Base your evaluation on the availability and condition of the available
tools/equipment, is it sufficient for the work they are required to
perform, the neatness and cleanliness with which it is kept and so on.
3.5.5.7
Aviation Safety
3.5.5.7.1 Maintenance operations. Base your rating on

the amount of accident prevention activities executed during
maintenance operations, the reporting of hazardous situations, the
dissemination of mechanical faults, the attention to the working
environment (cleanliness, tools accountability, FOD prevention etc.)
3.5.5.7.2 Safety operations. Base your rating on the
amount of accident prevention activities carried out by the operator,
the existence, availability, and distribution of the companys safety
policy. Consider items such as weather briefings, route briefings,
passenger briefings which include emergency procedures, adherence
to published procedures, weight and balance calculations, respect of
published operational limitations, planning alternative routes and
emergency situations, updated training on emergency manoeuvres
etc. Any problems encountered, like for example inadequate safety
briefings should be included in the comments column.
3.5.5.7.3 Safety equipment. Check presence, availability,
operational status, conditions, cleanliness, easy access, operating
instructions of safety equipment (seat belts, fire extinguishers, cutting
devices, floating devices, passenger emergency instructions cards,
GWPS, ELT etc.)
3.5.5.7.4 Aircrew training and flight procedures. Base
your rating on aircrew familiarity with safety manoeuvres and
procedures and on their training programme for maintaining such
proficiency and for improving their skills and professional knowledge.
75

3.5.5.7.5 Safety requirements in flight. Base your rating

on the way flights are conducted in relation to aviation safety and
accident prevention. Consider items such as professionalism, respect
and application of rules and regulations, general conduct of flight
operations, avoidance of dangerous situations, preparedness to face
unexpected situations etc.
3.5.5.7.6 Safety requirements on ground. Evaluate
general behaviour of all the vendors personnel in relation to ground
accidents prevention, such as refuelling procedures, ground support
equipment handling, demarcation of safety and dangerous areas,
vehicles circulation on apron, smoking around and in aircraft etc.
3.5.5.7.7 Handling of incidents/accidents on ground.
Base your rating on the manner ground incidents and accidents are
handled by all the vendors personnel, including knowledge of
procedures, reporting of events (and hiding of events), actions to
minimize effects, corrective actions etc.
3.5.5.7.8 Reporting actions. Evaluate the way the
vendors personnel reports any event related to aviation safety, in
particular consider willingness to report, timely reporting of official
UN reports such as Preliminary Aircraft Occurrence and Hazard
Reports, accuracy and completeness of the reports etc.
3.5.5.7.9 Cooperation with the Air Safety Officers or the
UN investigators. Base your rating on items like willingness and
availability to working with air safety officers in the investigation of
accidents and incidents, on the mannerism in dealing with them in
such strained situations, on their willingness to go the extra mile to
solve a safety problem and on any other item you might consider
relevant to his/her cooperation
3.5.5.7.10
Companys Aviation Safety Program and
policies. Base your evaluation on knowledge that manager, crews etc.
have of the companies Safety Program, Upper Management Safety
Policy, general knowledge of company safety related issues.
3.5.5.7.11
Companys Aviation Safety Manual. Is the
company Safety Manual available to crews in the field, if not do they
have access to it through other means such as Internet.
3.5.5.7.12
Knowledge and implementation of
companys procedures for the notification of hazards and
occurrences to home office. Does the company have a reporting
system in place, are crews and manager aware of it. What procedures
are in place by the
company for the reporting
76

of hazards and occurrences to home office and what follow up or

investigations are carried out of the same.
3.5.5.7.13
Companies procedures for new crew
arriving in the mission area. Verify what procedures the company
has in place for the familiarization of airports, routes, terrain and son
on of new crews arriving in the field.
3.5.5.7.14
Managers records of crews. Does the
manager keep accurate records of crews licences, validity of medicals,
next training date for things like
hazmat/emergency/CRM/instrument and so on.
77

3.6
CARRIERS ASSESSMENT REPORT

3.6.1 General
3.6.1.1 The Carriers Assessment Report is used to report to UNHQ
Aviation Safety Unit and Transport Section the Carriers compliance with the
terms of the contract, to record its overall performance and to check the
condition of the aircraft chartered by the United Nations for deployment,
rotation and/or repatriation of personnel and/or cargo, in accordance with
Clause 12.1 and Annex B paragraph 2 of the Aircraft Charter Agreement.
3.6.1.2 This assessment Report is to be used only for evaluating
civilian air operators under Short Term Charter Agreements or provided to
the UN on a pro-bono basis. It is not applicable to aircraft/flights provided
by Member States or Contributing Countries under Letters of Assist
agreements.
3.6.1.3 This report is used at UNHQ to generate a database on the
weaknesses and strongholds of the air operators for future reference
3.6.2.1 The Report should be compiled after completion of each
short-term charter agreement for the deployment, rotation, or repatriation of
UN personnel and/or cargo. For a series of related aircraft movements
(sectors), the inspection of the aircraft is required once only during the first
flight. If the aircraft used changes during subsequent sectors of the same
charter, an inspection of the new aircraft is to be completed. When the
aircraft utilized remains the same for several movements, a minimum check
(subsequent to the initial check) verifying the general conditions of the
aircraft is to be conducted. One copy of the Troop Rotating Assessment
Report and the Carrier Report is to be compiled for each outgoing and
incoming leg.
3.6.2.2 This Report should be faxed to the UNHQ Transport Section
(3-8655) and Aviation Safety Unit (3-3881) within one week of its
Support Division, UNHQ, NY attention Transport Section as soon as
possible.
3.6.3.1 The Chief MovCon Officer is responsible for the correct and
timely compilation of the Report and for presenting it to the Releasing
Authority as specified below. He/she is assisted by the Mission Aviation
Safety Officer (MASO) who is responsible for the compilation of the Aviation
Safety parts specified in the report. The signatures of both officers shall
appear at the bottom of the standard format under MOVCON Signature MASO Signature.
78


Officer present, then the MovCon Officer conducting the inspection will fill in
the sections pertaining to MovCon ONLY; all information relating to the
Aviation Safety sections will be left blank.
3.6.3.3 The Annexes entitled Troop Rotating Assessment Report are
to be compiled by the Senior Military Officers on board each leg. They are
intended to report on the quality of the service provided by the chartered air
carrier. The signature of the Senior Military Officer on board should appear
at the bottom of the standard format under Officers Name.
3.6.3.4 The Annexes entitled Carrier Report are to be compiled by
the Aircraft Commander for each leg. They are intended to comment on the
passengers transported. His signature should appear at the bottom of the
standard format under Aircraft Commanders Signature.
by the Mission DOA/CAO, or person by him delegated, who should also
enter any personal comments on the Carriers performance. His signature
should appear at the bottom of the standard format under Chief
3.6.4.1 The inspecting officers shall insure that any technical
anomalies highlighted as a result of the inspection are discussed with the
English-speaking member of the flight crew in the first instance. The
results of those discussions are to be included in the Comments section of
the format.
3.6.4.2 For a series of related aircraft movements (sectors),
inspection is required to be undertaken only once during the first flight. If
the aircraft used changes during subsequent sectors of the same charter, a
new check is to be completed. When the aircraft utilized remains the same
for several movements, a minimum check (subsequent to the initial
inspection) verifying that the aircraft registration number remains the same
for each movement, is to be conducted.
3.6.4.3 The inspecting officers shall insure that all answers are
based on the following instructions and requirements:
3.6.4.3.1 Name of Mission/Report No. Enter the name
of the applicable Peacekeeping Mission, year and progressive number
assigned by the mission. (e.g. UNIFIL/98/01 would be the first report
from UNIFIL for the year 1998).
3.6.4.3.2 Relevant Period Enter the actual dates during
which the activity took
place (e.g. 3-7 May 1998
79

or 21 Apr 1998 or 30 Jan-4 Feb 1998 etc).

3.6.4.3.3 Country of Destination - Indicate the country of
final destination for the contingent to be transported.
3.6.4.3.4 Airport Location Enter the airfield where this
inspection is performed.
3.6.4.3.5 Carriers Denomination and Nationality Enter
the Air Operators full name and nationality (e.g. Egyptair - Egypt or
Laudair - Austria).
3.6.4.3.6 Service Performed - Indicate contingent involved
and service performed (e.g. INDENG Rotation or FINBAT Repatriation
or Cargo from UNTAES to UNMOT, etc).
3.6.4.3.7 Aircraft Type - Indicate the type of aircraft
chartered under the contract being reported.
3.6.4.3.8 Call Sign Enter the actual call sign used by the
aircraft crew for all flights in support of this contract.
3.6.4.3.9 A/C Registration Marks. - Enter the aircraft
registration marks (usually displayed on the fuselage of the aircraft)
compare them with those reported in aircraft documents (CofR - CofA
- Insurance).
3.6.4.3.10
Contract No. - indicate the contract number
as it appears at the top of the contract in your possessio, if received.
3.6.4.4
General Information
3.6.4.4.1 Was the aircraft for the exclusive use of the

United Nations? The aircraft must be entirely dedicated to the
transportation of UN personnel and/or cargo, therefore, passengers
and/or cargo extraneous to the UN cannot and must not be
transported while under charter to the UN. Any deviations should be
documented and reported and specified in the Comments section of
the format.
3.6.4.4.2 Were all en-route over flight, landing, handling
and airport fees honoured by the carrier? All expenses and fees
must be taken care of by the carrier. If the UN due to delay or
deviation caused by the carrier incurred additional costs, specify
them in the Comments section of the format and include a list of
such expenses with the correspondent amounts.
3.6.4.4.3 Were all appropriate diplomatic clearances
obtained by the carrier
before scheduled
80

departure dates? The carrier is responsible for obtaining before

hand all needed clearances. If problems were encountered, proper
clearances not received, clearances obtained by UN and not the
carrier or other similar problems encountered please specify them in
the Comments section of the format.
3.6.4.4.4 Was the aircraft on time? Enter yes if aircraft
arrived within 20 minutes of scheduled time. Otherwise, enter delay
time in hours and minutes (e.g. 40 min. or 1 hr 20 min etc). Specify
delay reasons in the Comments section of the format.
3.6.4.4.5 Were contractual baggage and cargo
requirements met? All baggage and cargo requirements in weight
and volume, as specified in the data provided by UNHQ MCU, must
be met. If any amount of baggage and cargo was left behind, indicate
the shortfall in kilograms and in volume. Also, specify if cabin
overhead lockers and space under the seats had to be used in order
to accommodate baggage and/or cargo. (These spaces are normally
dedicated for hand luggage only.) Luggage and/or cargo is not
allowed on passenger seats, toilets, aisles etc.
3.6.4.4.6 If technical stops were performed, were
passengers allowed to leave the aircraft? Passengers should be
allowed to leave the aircraft during stops longer than one hour.
3.6.4.4.7 If flights suffered a delay caused by the carrier
longer than 12 hours, were passengers provided accommodations
and meals at no cost to the UN? The Contract requires that the
carrier provide accommodations and meals at no cost to the UN if a
delay of more than 12 hours caused by the carrier occurs.
3.6.4.4.8 If flights were delayed more than 24 hours for
technical reasons was a replacement aircraft provided? The
Contract requires that the carrier provides a replacement aircraft if
the flight was delayed more than 24 hours for technical reasons. If
yes, after how many hours in excess of 24 hours? Enter the
number of hours after 24 from original ETD before replacement
aircraft was ready for boarding.
NOTE: If delays described at points 20-24 were experienced, if possible, obtain
technical reasons for such delays. If information for answers 20-21 is not available at
the time of compilation enter N/A.
3.6.5 Carrier Evaluation
3.6.5.1
Documentation
3.6.5.1.1 On inspection if any doubt exists, in relation to

documentation, if
possible, obtain a
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photocopy of the certificate and forward it with the completed

Assessment Report, to UNHQ. If photocopies not available please take
down all the details of the document in question and specify the
encountered problem or doubt in de Comments section of the
format.
3.6.5.1.2 Air Operator Certificate. Are the Air Operating
Certificate and Operating Provisions available for inspection in the
aircraft? In particular, the Air Operating Certificate should provide
the following detail:
3.6.5.1.2.1
address);
Operators identification (Name and
3.6.5.1.2.2 Date of issue and period of validity (has the

certificate expired);
3.6.5.1.2.3 Description of the types of operations
authorized (is the aircraft authorized for passenger,
passenger/cargo, or cargo only type operations);
3.6.5.1.2.4 The type(s) of aircraft authorized for use
(confirm that the aircraft provided is authorized to complete
the required tasking); and
3.6.5.1.2.5
routes.
The authorized areas of operation or
3.6.5.1.3 Certificate of Registration (C of R). Verify the

following:
3.6.5.1.3.1

owner and the operator are indicated as lesser and lessee in
the applicable lease agreement;
Registration.)
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3.6.5.1.4 Certificate of Airworthiness (C of A). Check
the Certificate of Airworthiness to confirm the following:
board at all times?
of Airworthiness.
3.6.5.1.5 Insurance Certificate. Ensure that the
Insurance Certificate actually applies to the aircraft provided. In
particular:
3.6.5.1.5.1 Comprehensive third-party liability
insurance, including passenger legal liability, sufficient to
cover all persons authorized by the UN to use the Aircraft,
and protecting the UN and the Carrier against claims for
bodily injury or death and property damage up to a
combined minimum of US $20 million per occurrence.
Notwithstanding the generality of the foregoing, such
insurance shall be sufficient to cover, at a minimum,
passenger liability for death or bodily injury up to $75,000
per passenger, as provided in paragraph 4 of the United
Nations General Conditions for Aircraft Charter Agreement
set forth in Annex B;
3.6.5.1.5.2 Basic war risk insurance, including
hijacking and confiscation;
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3.6.5.1.5.3 Full hull insurance, including all risk, both

in flight and not in flight;
3.6.5.1.5.4
Workmens compensation insurance.
3.6.5.1.5.5
The insurance policies shall:
(i)
Name the UN as additional insured;
(ii)
Provide territorial limits as worldwide;
(iii)
Under conditions, shall provide All and
every use incidental to the UNs operations;
(iv)
Include a waiver of subrogation of the
Carriers rights to the insurance carrier against the
UN;
(v)
Provide that the UN shall receive written
notice from the insurers prior to any cancellation or
change of coverage;
(vi)
Specify the registration number of each
Aircraft covered and the amount of third party
liability coverage.
3.6.5.1.6 Crew Licences. Check the Crew Licences to
verify the following:
(including medical) current?
3.6.5.2
Technical Condition Of The Aircraft
3.6.5.2.1 Verify that the Technical Log Book is current for

this aircraft. Compare the list of defects to the Minimum Equipment
List to ensure aircraft repair programme is being regularly updated. If
cannot be verified, please specify so in the Comments section of the
report.
3.6.5.2.2 Verify
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that the equipment as

listed in the companys Minimum Equipment List is provided.

Provide details of any item not available in accordance with MEL. If
ca not be verified, please specify so in the Comments section of the
report.
3.6.5.2.3 Verify that the aircraft is fully equipped with
Emergency and Survival Equipment sufficient for the number of
passengers to be transported, and list any items that either are not
provided, or that are less than sufficient for the number of passengers
to be carried. Particularly, confirm that there are sufficient life
jackets on board to accommodate the number of passengers being
transported. Obtain the assistance of the Chief Cabin Attendant to
check the list of such equipment.
3.6.5.2.4 What is the External Appearance and Condition
of the aircraft? This inspection should include checking for fuel
and/or oil leaks; verifying the condition of the tyres; checking for
damage to the fuselage, wings, etc such as cracks, dents, etc;
presence of corrosion; or identification of any other defects.
3.6.5.3
Flight & Cabin Crew
3.6.5.3.1 Does the flight crew contain at least one pilot who
is fully fluent in technical aviation English language, in accordance
with paragraph 7.2 of the Air Charter Agreement?
3.6.5.3.2 Do the flight and cabin crew appear to be
Medically Fit and Trained to perform their duties under the Air
Charter Agreement (Paragraph 7.2 refers)?
3.6.5.3.3 Verify that the minimum Number of Cabin
Attendants required for this type of aircraft, based on number of
emergency exits, seating capacity or the actual number of passengers
to be carried, are provided in order to effect a safe and expeditious
evacuation of the aircraft in an emergency evacuation situation.
3.6.6 Carriers Performance Evaluation
3.6.6.2 The rating which is closest to the air operators performance
should be entered in the appropriate column. The following guidelines
should be used when rating: A: Outstanding (indicating that the operator is
considered highly professional in all areas); B: Very Good (when considered
highly professional in most areas); C: Satisfactory (indicates the operator
meets basic requirements); D: Unsatisfactory (in general the operators
compliance/performance is below requirements). If D is entered a full
explanation must be attached with the report.
3.6.6.2
Aircraft
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3.6.6.2.1 Was the aircraft provided fit for the purpose?

Base your rating on the general fitness of offered aircraft to perform the
contracted service. Consider items like the way passengers are
accommodated and baggage/cargo is stored, old, dirty, run down
equipment as opposed to new, clean, well-kept etc.
3.6.6.2.2 Was the aircraft properly equipped and
maintained? Verify that the aircraft is properly equipped with
navigational and technical equipment required for the kind of flight to be
performed or as specified by the contract and that it appears to be
appropriately maintained in accordance with accepted standards.
3.6.6.2.3 Safety Instructions. Are there sufficient aircraft
information and safety cards on board to accommodate the number of
passengers being transported? Are they printed in English? If not, is the
symbolism clear enough to be universally understood?
3.6.6.3
Aircrew
3.6.6.3.1 Aircrew Attire - Do the crew appear to be

appropriately attired, medically fit, and trained to perform their duties
under the Air Charter Agreement (Paragraph 7.2 refers)?
3.6.6.3.2 Competent - Base your rating on the
effectiveness of aircrews actions in relation to their duties and on the
theoretical and practical knowledge of their work.
3.6.6.3.3 Willing to Cooperate - Base your rating on items
such as: mannerism dealing with UN personnel and any other item
you may consider relevant to the aircrews cooperation.
3.6.6.3.4 Professionalism - Consider general behaviour in
respect to application of rules and regulation, general conduct of
flight operations etc.
3.6.6.4
Catering
3.6.6.4.1 Sufficient and adequate for flight duration?

Inquire with the chief attendant how many meals are going to be (or
were) served during the flight, what kind (snacks, cold meals, hot
meals, etc) base your rating on this information in relation to flight
duration and period of execution (day or night flights etc)
3.6.6.4.2 Considered Ethnic/Religious requirement?
Rate how well ethnic and religious requirements have been
considered in the preparation and service of catering.
3.6.6.5
Local Agent
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3.6.6.5.1 Willing to cooperate - Base your rating on items

like initiative, mannerism in dealing with UN personnel and
willingness to go to the extra mile.
3.6.6.5.2 Competent - Base your rating on items like
effective and rapid execution of tasks, knowledge of rules and
regulations, prompt and safe implementation and any other item you
might consider relevant to his/her competence and professionalism.
3.6.6.6
Cabin Assessment
3.6.6.6.1 Verify the appearance and/or condition of the

following aircraft facilities:
3.6.6.6.1.1 Cleanliness. Is the aircraft clean
internally, sufficient to accommodate passenger travelling
in comfort. Specifically:
(i)
Is the passenger cabin area clean and tidy?
(ii)
Are the toilet facilities clean and in a

serviceable state?
(iii)
Is the passenger cabin area free from any

offending or nauseous odour?
(iv)
Are passenger seats clean and fresh (to a

standard equivalent to that found in other
civilian passenger aircraft)?
3.6.6.6.1.2 Seats/Seat-belts. The following are

requirements applicable to seats:
(i)
Are there sufficient seats to accommodate all

embarking passengers?
(ii)
Are those seats correctly serviced and do they

have adequate seat belts fitted?
(iii)
Are the seats functional (are they adjustable to

accommodate passenger comfort
requirements) and do the seat belts function
correctly?
3.6.6.6.1.3 Baggage Stowage. Does the aircraft

provide sufficient, safe and secure storage for the quantity
of cabin baggage to be transported? Evaluate not only
overhead compartments but also any other cabin storage
space provided.
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3.6.6.6.1.4 Passengers Address System. Is the

internal PA system on board the aircraft functional and
serviceable? Are the announcements intelligible?
3.6.6.6.1.5 Overhead lockers. Are they serviceable,
and do the latches or securing device/s function correctly.
3.6.6.6.1.6 Lights. Does the internal lighting function
correctly; is the internal safety lighting (including exit
locator lighting) sufficient and operating correctly; and do
the personal reading lights function correctly?
3.6.6.6.1.7 Air Conditioning. Does the aircraft
passenger cabin air conditioning function in an acceptable
manner? Check the status of filtering systems (latest
replacement in the maintenance log book, etc.) Inquire on
the fresh air-mixing ratio (ratio between recycled internal
air and fresh air admission in the system).
3.6.6.6.1.8 Toilets. Are the toilets on board in proper
working order? Are they provided with reasonable amount
of toiletries and paper towels?
3.6.7 Troop Rotating Assessment Report
3.6.7.1 The aim of the following form is to gather information on
the carrier operating this flight to allow UNHQ to provide better services to
UN troops during their journeys. MASO should therefore request that the
Senior Officer in charge of the troops answers the provided format with
objectivity and fairness. MASO should inform the lead officers that the
completion of the form is considered a requirement, he/she should also
instruct the Officer on how to complete the format as per instructions
provided below. If required the MASO should provide the Officer with a copy
of the instructions.
3.6.7.2 The Senior Officer in an outgoing leg should be instructed
to complete one of the forms and hand it over, together with a blank form, to
the Senior Officer of the incoming leg.
3.6.7.3 The Senior Officer in an incoming leg should be
instructed to complete the blank form and, upon arrival to the mission,
hand it over, together with the other report received, to the Aviation Safety
or Movcon Officers at the airport.
3.6.7.4 The Senior Officer in Charge should be instructed to enter
in the middle column the rating (as per rating table below) that better
describes his/her assessment of the contractors performance. They should
also be instructed to enter in the
right column any further
88

comments they might have.

3.6.7.5 The Officer should take into account the following
guidelines when rating: A: Outstanding (indicating that the operator is
considered highly professional in all areas); B: Very Good (when considered
highly professional in most areas); C: Satisfactory (indicates the operator
meets basic requirements); D: Unsatisfactory (in general the operators
compliance/performance is below requirements). If D is entered a full
explanation must be included in the Comments section of the report.
3.6.7.6
Aircraft
3.6.7.6.1 Clean - Rate cleanliness appearance
3.6.7.6.2 Comfortable - Rate comfort of all seats
3.6.7.6.3 Space for legs - Rate legroom available,

especially in case of night flights
3.6.7.6.4 Space for carry on luggage - In your rating,
consider if all the allowed carry on luggage was properly stored.
Note: Carry-on luggage over and above contractual entitlements must not be
considered when rating this item
3.6.7.6.5 Inside temperature comfortable - Rate
temperature comfort (cabin too cold or too warm) and crews response
to requests on temperature adjustments
3.6.7.7
Cabin Crew Members
3.6.7.7.1 Courteous & Helpful - Rate courtesy

demonstrated by all cabin crewmembers during all the flights. Do not
base your judgement on a single episode, positive or negative.
Remember you can always report single episodes in the comments.
3.6.7.7.2 Responsive - Rate how quickly, promptly and
completely the cabin crew responded to requests and/or contingency
situations.
3.6.7.8
Catering
3.6.7.8.1 Quantity - Rate quantity satisfaction of all meals
provided
3.6.7.8.2 Quality - Rate quality of all meals provided
3.6.7.8.3 Respect religious/ethnic requirements Evaluate how much
religious and/or ethnic
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requirements have been considered.

3.6.7.8.4 Overall contractors performance - Using the
ratings indicated in the previous page, express your opinion on the
contractors overall performance during this flight.
3.6.7.9
Contingent
3.6.7.9.1 Senior Officer should evaluate how well (or badly)

the contingent performed during this
deployment/rotation/repatriation.
3.6.7.9.2 Authorized baggage allowance. Specify if all the
troops remained within the allowed baggage weight if not indicate
approximate amount of excess personal and baggage.
3.6.7.9.3 Crew instructions. Rate general behaviour of
troops in following crew instructions.
NOTE:
Senior Officer should be reminded that the carrier will be requested to
comment on his/her troops behaviour.
3.6.8 Carrier Report
3.6.8.1 The MASO should inform the Captain of the flight that the
aim of this form is to provide a means for the Air Operator to comment on
the passengers transported in this flight under contract to the UN and on
the contract at large. MASO should then ask the Aircraft Commander to
answer the questions below with objectivity and fairness. When completed,
this form could either be handed to the UN Mission Aviation Safety Officer or
MovCon Officer, or faxed directly to the attention of Aviation Safety Unit,
Logistics Support Division, DPKO United Nations New York Headquarters USA Fax (212) 963-3881.
3.6.8.2 Aircraft Commander should be informed that this report is
voluntary and is not a contractual requirement. Upon acceptance of the
task, the MASO should instruct the Captain on how to complete the format
as per instructions provided below. If required the MASO should provide the
Captain with a copy of the instructions.
3.6.8.3 Captain should be instructed to circle the appropriate
answer in the middle column and enter comments in the left column.
3.6.8.4 Captain should indicate if the troops were ready to board
upon your arrival
3.6.8.5 Captain should indicate if there was any delay caused by
the UN other than late arrival of troops for boarding as indicated in point 69
above (if applicable)?
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3.6.8.6 Captain should report if any UN or Military Contingent

personnel requested to board additional passengers other than those
specified in the contract. Please give specific details if possible (number of
extra passengers, nationality, reasons given and by whom, identity of
person(s) making the request etc.)
3.6.8.7 Captain should report if any UN or Military Contingent
personnel requested to load additional cargo in excess of the amount
specified in the contract. Please give specific details if possible (amount and
type of extra cargo, reasons given and by whom, identity of person(s) making
the request etc.)
3.6.8.8 Captain should report if there was any drinking episode
during the flight and associated problems such as excessive friendship with
cabin crew, damage to interior of aircraft, etc.
3.6.8.9 Captain should report if there was any smoking problem
during the flight
3.6.8.10 Captain should be asked to describe the general behaviour
of the transported Troops during all phases of this flight by circling one of
the statements in the format. The following guidelines should be used A:
Outstanding (indicating that the operator is considered highly professional
in all areas); B: Very good (when considered highly professional in most
areas); C: Satisfactory (indicates the operator meets basic requirements);
D: Unsatisfactory (in general the operators compliance/performance is
below requirements). If D is entered a full explanation must be included in
the Comments section of the format.
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3.7
LOA MILITARY AIRCRAFT INSPECTION

3.7.1 General
3.7.1.1 The LOA Inspection Report is used to report to UNHQ
Aviation Safety Unit and Transport Section the condition of the aircraft
during initial deployment of aircraft and/or helicopters, and whenever an
aircraft / aircrew is replaced, in order to verify compliance with the terms of
the LOA.
3.7.1.2 This inspection report is applicable to United Nations LOA
ONLY and is not to be applied to Long Term Charter agreements with
commercial operators, the inspection of which is addressed in Section 4
above.
3.7.2.1 At the beginning of each and every LOA, one individual
Report should be filled for each and every aircraft. The Report should be
repeated for any new machine, every time a replacement aircraft is deployed
during an existing LOA.
(3-8655) and Aviation Safety Unit (3-3881), within one week of its
Support Division, UNHQ, NY attention Aviation Safety Unit as soon as
possible.
Releasing Authority as specified below. Mission air operations officer(s)
should assist him/her in the conduct of the inspection, provided that they
are qualified pilots or aeronautical mechanics/engineers, however the final
compilation responsibility rests with the Mission Aviation Safety Officer.
His/her signature should appear at the bottom of the standard format under
Inspected by.
by the Mission DOA/CAO, or person by him delegated. His/her signature
should appear at the bottom of the standard format under Approved by.
3.7.4.1 Use the same format and compilation instructions as for the
Aircraft Inspection Report with modifications as necessary to address specifics
items/issues proper of aircraft
under LOA.
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3.7.4.2 Refer to paragraph 3.4.4 Instructions for Compilation for the

Aircraft Inspection Report.
93

3.8
LOA MILITARY AIRCRAFT PERFORMANCE EVALUATION

3.8.1 General
3.8.1.1 The LOA Military Aircraft Semi-Annual Performance
Evaluation is used to report to UNHQ Aviation Safety Unit and Transport
Section the level of compliance with the LOA terms and conditions by
military aircraft chartered by the United Nations under Letters of Assist.
3.8.2.1 The Report should be compiled on a biannual basis (twice a
year), starting from the effective initiation of the LOA service at the Mission.
In normal circumstances, a one-year LOA will receive two Assessment
portions of the LOA Military Aircraft Performance Evaluation. Adjustments
can de done to accommodate slight differences in LOA duration so that an
objective and thorough evaluation can be performed.
3.8.3.1 The Chief Aviation Officer (CAVO) is responsible for the
Releasing Authority as specified below. CAVO is assisted by the Mission
Aviation Safety Officer (MASO) who is responsible for the compilation of the
Aviation Safety parts specified in the report. CAVO and MASO should obtain
the assistance from all other Mission functions that interact in any way with
the air operator for collecting relevant information germane to the
compilation of the Report. The signatures of both officers shall appear at
the bottom of the standard format under CAVOs Signature - MASOs
Signature.
by the Mission DOA/CAO, or person by him delegated, who should also
enter any personal comments on the military units performance. His
signature should appear at the bottom of the standard format under Chief
Use the format and compilation instructions as described in Chapter 5 of the Air
Operations Manual.
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3.9
FREIGHT FORWARDING COMPLIANCE REPORT

3.9.1 General
3.9.1.1 The Freight Forwarding Compliance Report is used to report
to UNHQ Aviation Safety Unit and Transport Section the Carriers
compliance with the terms of the contract, to record its overall performance
and to check the condition of the aircraft chartered by the United Nations for
the transportation of cargo.
3.9.1.2 This assessment Report is to be used only for evaluating
civilian air operators under Freight Forwarding Agreements. It is not
applicable to aircraft/flights provided by Member States or Contributing
Countries under Letters of Assist agreements.
3.9.1.3 This report is used at UNHQ to generate a database on the
weaknesses and strongholds of the air operators for future reference
3.9.2.1 The Report should be compiled after completion of each
Freight Forwarding movement of cargo. For a series of related aircraft
movements (sectors), the inspection of the aircraft is required once only
during the first flight. If the aircraft used changes during subsequent
sectors of the same charter, an inspection of the new aircraft is to be
completed. When the aircraft utilized remains the same for several
movements, a minimum check (subsequent to the initial check) verifying the
general conditions of the aircraft is to be conducted. One copy of the Carrier
Report is to be compiled for each outgoing and incoming leg.
3.9.2.2 This Report should be faxed to the UNHQ Transport Section
(3-8655) and Aviation Safety Unit (3-3881) within one week of its
Support Division, UNHQ, NY attention Transport Section as soon as
possible.
3.9.3.1 The Chief MovCon Officer is responsible for the correct and
timely compilation of the Report and for presenting it to the Releasing
Authority as specified below. He/she is assisted by the Mission Aviation
Safety Officer (MASO) who is responsible for the compilation of the Aviation
Safety parts specified in the report. The signatures of both officers shall
appear at the bottom of the standard format under MOVCON Signature MASO Signature.
Officer present, then the
MovCon Officer conducting the
95

inspection will fill in the sections pertaining to MovCon ONLY; all

information relating to the Aviation Safety sections will be left blank.
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4. INVESTIGATIONS AND BOARDS OF INQUIRY

4.1
INVESTIGATION OF AIRCRAFT ACCIDENTS

4.1.1 General
4.1.1.1 In the event of an aircraft accident, UN will carry out an
Aviation Safety Technical Investigation (ASTI) and conduct a Board Of
Inquiry (BOI), which are internal procedures of the United Nations. All
aircraft accidents must be investigated thoroughly, regardless of how
obvious the cause(s) may be, so that all and any contributing cause(s) may
be determined and remedial action taken to prevent further occurrences.
Accident investigations should be conducted as professionally and as
accurately as possible to objectively establish the reason(s) for the accident.
This Part sets out the procedures for the carrying out of the ASTI into
accidents involving any aircraft in the service of the UN. Chapter 16 of the
Field Administration Manual sets out the procedures for the BOI.
4.1.1.2 In general, civilian aircraft accidents are investigated by the
responsible investigative authority of the State of Occurrence, who has the
duty to conduct an investigation and to report the results to the
international community, in accordance with the SARPs outlined in ICAO
Annex 13 to the Convention on International Civil Aviation. Annex 13 spells
out in detail the duties and rights of the different parties involved in an
accident. If no other arrangements are in force, the UN will be represented
in this investigation as an accredited representative representing the hirer of
the aircraft. The intention to be represented by an accredited representative
shall be filed by the Mission concerned in the accident to the responsible
investigative authority of the State of Occurrence. The designated
representative will be the Aircraft Accident Investigator appointed by
Director LSD to conduct the ASTI (See paragraph 4.2.3.1 below). Attached
at Annex G is a facsimile of letter of request to the appropriate investigative
authority.
4.1.1.3 Certain exceptions in ICAO Annex 13 regulate the
investigation if the accident happened over the high seas or in the territory
of a State which is not a member of ICAO. In those cases, the authorities of
the State of Registry have the authority to investigate the accident. They
will have the duty to conduct the investigation and to report the results to
the international community, in accordance with the SARPs outlined in
ICAO Annex 13 to the Convention on International Civil Aviation. As in the
case described in paragraph 2 above, the UN will be represented in this
investigation as an accredited representative representing the hirer of the
aircraft. The intention to be represented by an accredited representative
shall be filed by the Mission concerned in the accident to the responsible
investigative authority of the State of Registry. The designated
representative will be the Aircraft Accident Investigator appointed by
Director LSD to conduct the ASTI (See paragraph 4.2.3.1 below). Attached at
Annex G is a facsimile of letter
of request to the appropriate
97

investigative authority.
4.1.1.4 In case the State of Occurrence declines its rights to
investigate the accident, normally, the primary responsibility for
investigating the accident falls under the State of Registry.
4.1.1.5 Several States do not have the facilities to conduct civilian
aircraft investigations. ICAO Annex 13 permits such States to delegate the
authority to investigate an accident to other Organizations. In planning
Peacekeeping Missions into such States, this instance should be taken into
account and arrangements made to have delegated to the UN the authority
to investigate accidents to UN aircraft. If this were to be the case, the UN
will act as the State of Occurrence and will have all the rights and
obligations for the conduct of an accident investigation listed in ICAO Annex
13.
4.1.1.6 All accidents involving military aircraft are normally
investigated by the Investigating Authority of the State of Occurrence in
conjunction with the relevant investigating authorities of the Government
of the State to which the military aircraft belongs. The UN will be
represented in this investigation as an accredited representative
representing the hirer of the aircraft. The intention to be represented by an
accredited representative shall be filed by the Mission concerned in the
accident to the responsible investigative authority of the State of Occurrence
and to the Government of the State to which the military aircraft belongs.
The designated representative will be the Aircraft Accident Investigator
appointed by Director LSD to conduct the ASTI (See paragraph 4.2.3.1
below). Attached at Annex G is a facsimile of letter of request to the
appropriate investigative authority.
4.1.1.7 The investigating authority in the investigation of a military
cum civil aircraft accident is the State of Occurrence, in cooperation and
coordination with the Government of the state to which the military aircraft
belongs. Same provisions, described at paragraph 4.1.1.2 and 4.1.1.3 (if
applicable) above, apply.
4.1.1.8 The pertinent manuals of ICAO and the UN Aircraft
Accident Investigation Handbook detail the conduct of an accident
investigation.
4.1.1.9 All information pertaining to the investigation of an
accident must be handled as UN Confidential until all investigations are
concluded and decision has been taken on the release of information related
to the accident.
4.1.2 Definition
4.1.2.1 ICAO Annex 13 defines an investigation into any aircraft
accident as follows:
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A process conducted for the purpose of accident prevention,

which includes the gathering and analysis of information, the
drawing
of conclusions, including the determination of cause(s) and,
when appropriate, the making of safety recommendations.
4.1.3 UN Aviation Safety Technical Investigation
4.1.3.1 The United Nations will always conduct an Aviation Safety
Technical Investigation (ASTI) whenever an accident occurs to any aircraft,
civilian or military, while in service to the UN under contract, charter
agreement, Letter of Assist, Memorandum of Agreement or Understanding,
Pro-Bono or any other form of relation. Depending on the complexity of the
investigation, one or more ASTI Interim Reports may be prepared during the
execution of the ASTI. The final ASTI Report will be available to the Mission
BOI as a principal internal source of information.
4.1.4 Purpose of ASTI
4.1.4.1 The purpose of an aircraft accident technical investigation
is to determine all the factors, human and material, which have directly or
indirectly contributed to the accident for the purpose of accident
prevention. It is also conducted to provide the BOI with principal internal
source of information on the causes of the accident. After the conclusion of
the ASTI and subsequent to release authorisation from the USG DPKO,
information related to the accident gathered by the ASTI can be used by
pilots, supervisors, managers and staff to eliminate or reduce the casual
factors and thus prevent recurrence of similar accidents. Each investigation
adds to the overall UN accident experience, providing a wealth of information
from which guides can be drawn for corrective action. The proper use of
accident experience results in the elimination or reduction of accident
potentials. The accuracy and thoroughness of the investigation determines
the adequacy of the ultimate action taken to remove or eliminate factors that
cause or contribute to accidents.
4.1.5 Scope
4.1.5.1 Each aircraft accident will be investigated to the degree
necessary to determine the pertinent facts and related circumstances and to
formulate practical recommendations for preventing recurrence of similar
events. Fortuitous circumstances occasionally provide intervening factors
that allow potentially catastrophic events to end up into the minor accident
or incident damage category. Investigations often encompass phases of
aircraft operations, maintenance, weather, medical and airfield facilities, the
scope of which may be beyond the capacity of any one individual.
4.1.6 Board of Inquiry
4.1.6.1
A Board of
Inquiry will be convened in the

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Mission affected by the accident. The BOI should be conducted in

accordance with the procedures in chapter 16 of the Draft Field
Administration Manual. The convening order for the BOI should include
Terms of Reference for the BOI. DPKO will provide guidance on the
development of the convening order and the TORs. In the event of conflict
with chapter 16, the provisions of the convening order should prevail.
4.1.7 Confidentiality
4.1.7.1 UN ASTI and BOI are internal investigations and should be
treated as confidential until otherwise decided by UNHQ. The release of any
information contained in the ASTI or the BOI has to be authorised by UNHQ,
Department of Peacekeeping Operations in consultation with the Office of
Legal Affairs.
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4.2
AVIATION SAFETY TECHNICAL INVESTIGATION

4.2.1 Circumstances
4.2.1.1 An Aviation Safety Technical Investigation (ASTI), conducted
in accordance with ICAO Standards and Recommended Practices (SARPs),
must be initiated in the event of any accident involving aircraft.
4.2.1.2 It is therefore important that Mission Aviation Safety
Officers immediately inform the Chief, UNHQ Aviation Safety Unit, in the
event of any such accident.
4.2.2 Authority
4.2.2.1 The appointing authority for the Aviation Safety Technical
Investigation is as follows:
4.2.2.1.1 The Director Logistics Support Division, UNHQ
or, in his absence, the Officer-in-Charge Logistics Support Division,
UNHQ.
4.2.2.1.2 Any person acting for the time being in place of
such officials as are specified in sub-paragraph 4.2.2.1.1
4.2.3 Composition
4.2.3.1 Following recommendations from the Chief, UNHQ Aviation
Safety Unit the appointing authority shall name a suitably qualified Aircraft
Accident Investigator to conduct the ASTI. Depending on the complexity of
the investigation or on other circumstances, the appointing authority, on its
own initiative or following a specific recommendation from the Chief Aviation
Safety Unit, might appoint additional accident investigators (aircrew,
engineering) or request external expert advise/support from ICAO,
national authorities or other independent sources. (On this subject, refer
also to Paragraph 4.2.6.)
4.2.3.2 The Mission concerned will provide the Aircraft Accident
Investigator with all the support (Secretarial, EDP, Communications,
Transportation, Logging, etc.) needed for the successful completion of the
Aviation Safety Technical Investigation.
4.2.4 Responsibilities
4.2.4.1 The designated Aircraft Accident Investigator is responsible
for the conduct of the Aviation Safety Technical Investigation, in accordance
with ICAO published accident investigation rules and procedures and with
United Nations procedures for the compilation of the ASTI Report. He will
report directly to the Chief Aviation Safety Unit, UNHQ. Once the Mission
BOI related to the investigated
accident is established, the
101

Aircraft Accident Investigator will also serve as technical advisor to the BOI
Chairman, as specified in the following paragraph 4.3.3.4.
4.2.4.2 The additional Aircrew Investigator (if any) is responsible for
assisting the Aircraft Accident Investigator in obtaining statements from
aircrew and other relevant witnesses and securing photographic evidence.
In addition, the additional Aircrew Investigator is responsible for:
4.2.4.2.1 Recording the position of all cockpit instruments,
controls, switches and aircraft configuration.
4.2.4.2.2 Preparing the wreckage diagram.
4.2.4.2.3 Assisting the Specialist Engineering Member to
identify and tag wreckage debris.
4.2.4.2.4 Obtaining aircrew flight records.
4.2.4.2.5 Obtaining aircraft clearances, briefing forms etc.
4.2.4.2.6 Obtaining recordings and transcripts from
appropriate air traffic control agencies.
4.2.4.2.7 Investigating operating procedures for adequacy
and relevancy to the accident.
4.2.4.2.8 Obtaining weather forecasts and actual weather
report at time of accident.
4.2.4.2.9 Determining adequacy of crash response and
rescue activities, and
4.2.4.2.10
Assisting in the proof-reading, editing and
compiling of the ASTI.
4.2.4.3 If an additional Aircrew Investigator is not appointed, the
tasks described in paragraph 7 will be discharged by the Aircraft Accident
Investigator or by other persons designated by him.
4.2.4.4 The additional Engineering Investigator (if any) is
responsible for obtaining local technical assistance to aid in the engineering
investigation, if required. In addition, the additional Engineering
Investigator is required to:
4.2.4.4.1 Impound aircraft and engine records and
documents.
4.2.4.4.2 Assist the Aircraft Accident Investigator to
determine photographic
requirements for the
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technical investigation.
4.2.4.4.3 Assist the additional Aircrew Investigator in the
recording position of switches, gauges and levers.
4.2.4.4.4 Supervise identification and tagging of parts, the
removal of which shall be only after such removal has been
authorised by the Aircraft Accident Investigator.
4.2.4.4.5 Ensure that hydraulic, fuel, oil, lubricant and
oxygen samples are taken. Protect them from contamination and
identify samples.
4.2.4.4.6 Investigate and analyse the structural integrity
and functioning of the airframe, flight controls, landing gear, engine,
fuel system, electrical system/components, propellers, previous
history of incidents and unserviceabilities and other facts pertaining
to the engineering aspects of the aircraft.
4.2.4.4.7 Investigate and analyse factors involving
emergency escape systems.
4.2.4.4.8 Ensure that tear down of parts is conducted and
recorded properly, if carried out locally.
4.2.4.4.9 Ensure that parts to be sent out for further
investigation at laboratories are prepared properly.
4.2.4.4.10
Immediately advise the Aircraft Accident
Investigator when it is considered necessary to obtain technical
assistance from other agencies, and
4.2.4.4.11
Assist in the proof reading, editing and
compiling of the ASTI.
4.2.4.5 If an additional Engineering Investigator is not available,
the tasks described in paragraph 9 will be discharged by the Aircraft
Accident Investigator or by other person designated by him.
4.2.5 Execution
4.2.5.1 Many actions and events take place following the
occurrence of an accident prior to the initiation of formal investigative
procedures. Since the Aircraft Accident Investigator is often not amongst
those who first respond to a crash alert, it is important that he learns what
actions have taken place prior to his arrival, who was responsible for them
and what facts were discovered, so that he can effectively organise the
investigation. The Chief Administrative Officer and the Mission Aviation
Safety Officer are normally the
best sources for a detailed
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account of actions taken. Any preliminary eyewitness statements or list of

possible witnesses should also be made available to the Aircraft Accident
Investigator at this time, together with all material evidence. Prior to the
arrival of the designated Aircraft Accident Investigator, the Mission (normally
through the Mission Aviation Safety Officer) should action the items
contained on the checklist given in Annex "F.
4.2.5.2 An investigation must be thorough and should be carried
out promptly so that remedial action can be initiated as quickly as possible.
To avoid wastage of time and effort, the Aircraft Accident Investigator
should decide on a plan of action before starting the investigation. No two
accidents are exactly the same and consequently no two investigations will
follow the same course of action. However, the following suggested plan of
action may be used as a guide.
CAUTION: THIS GUIDE IS NOT INTENDED AS A SUBSTITUTE FOR THE FULL
PROCEDURES FOR CONDUCTING A FIELD AIRCRAFT ACCIDENT INVESTIGATION,
WHICH ARE CONTAINED IN RELEVANT ICAO AND UN INSTRUCTIONS.
4.2.5.2.1 Check with the Mission Aviation Safety Officer on
the arrangements made for conducting the investigation and how
much preliminary work has already been carried out. (Mission
implementation of Annex F)
4.2.5.2.2 Obtain a briefing from the CAO or the Chief Air
Operations on the circumstances of the accident.
4.2.5.2.3 Visit the scene of the accident to conduct a
preliminary survey, accompanied, if possible, by an engineering
officer who has previously viewed the wreckage and a photographer.
Study the surrounding countryside, where this has a bearing on the
accident and mark the position of the wreckage on a large-scale map.
If possible, determine which part of the aircraft struck first, its
heading, speed and attitude at the moment of impact. The positions
of flying controls, cockpit controls and switches and any loose articles
should also be noted, as well as any other technical data that may
have a bearing on the case.
4.2.5.2.4 If the crash site is off the airfield, it may be
opportune, at this time, to interview local eyewitnesses. The local
police may have a list of other eyewitnesses not known to the Mission.
4.2.5.2.5 Inform the Head of Mission and the CAO, on
initial findings and on envisaged plan of action for the conduct of the
technical investigation.
4.2.5.2.6 Based on knowledge obtained so far, decide
whether any additional specialist members are considered necessary
to assist in the
investigation. In which
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case, inform the Chief Aviation Safety Unit, LSD as soon as possible
for discussion, advise, agreement on the additional requirements.
4.2.5.2.7 Study the contents of folders of all aircrew
involved, and examine in particular individual flying accident records.
4.2.5.2.8 Make a list of witnesses and inform them of when
they are likely to be interviewed. To avoid keeping witnesses waiting
for long periods a procedure should be devised so that they can be
called from their normal duties at short notice.
4.2.5.2.9 If appropriate, collect circumstantial evidence,
specialist opinions, results of ground and flight tests, etc.
4.2.5.2.10
Review the material and written evidence and
ensure that all relevant facts have been collected and recorded.
4.2.5.2.11
Determine and set out the findings. Guidance
on factors to be considered is given in the following paragraph
4.5.2.2.
4.2.5.3 The Aircraft Accident Investigator shall also be familiar with
the contents of the following Sections 5.4 and 5.5 related to the conduct and
findings of the Mission BOI. In particular, in the collection and preparation
of evidence and witnesses, he must follow the procedures indicated in
Paragraphs 4.4.3 to 4.4.6.
4.2.6 Assistance Available to the ASTI
4.2.6.1 Should the Aircraft Accident Investigator find, at any time,
during the proceedings of an ASTI into an aircraft accident, that any aspect of
the matter under investigation is outside his/her specialist knowledge, he/she
may ask the appointing authority for appropriate specialist assistance.
4.2.6.1.1 Assistance from Research Centres. Immediately
after an accident is known, or suspected, to have been the result of
malfunction due to contaminated fuel or oil or when there is any doubt
as to the exact cause of the accident, the Aircraft Accident Investigator is
to request the assistance of Research Centres for contamination tests.
Likewise, if any part of the aircraft is suspected to have failed, it is to be
despatched to the appropriate Research Centres for metallurgical
examinations. Research Centres are to be requested to allocate priority
to these examinations and to report the results to the Aircraft Accident
Investigator.
4.2.6.1.2 Aircraft and Engine Manufacturers. Aircraft and
engine manufacturers and their representatives are both keen and able
to assist in investigating accidents to aircraft of their make and their
specialist
advice
is
available on request. This
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request is to be made through UN Headquarters. Suspect aircraft

components must, however, be examined by independent agencies.
4.2.6.1.3 Assistance from Mission Security Section (MSS).
The investigation of sabotage or suspected sabotage, including acts of
malicious or willful damage, is the responsibility of the MSS. Therefore,
subject to the discretion of the Head of Mission and the DOA/CAO, once
there is reasonable suspicion that sabotage or malicious damage has
occurred, whether or not it is suspected as being a cause of the accident,
the appropriate authority should be asked immediately to undertake an
investigation. Subject to the agreement of the unit chief and the Head of
Mission and the DOA/CAO, all the relevant evidence should be released
as soon as possible for examination by the MSS.
4.2.7 Immediate Reporting of Aviation Safety Hazards
4.2.7.1 Should the Aircraft Accident Investigator discover at any time
during the investigation an unusual or special feature, which, in his/her
opinion, might prove an immediate hazard to the safety of other aircraft he/she
is to advise UNHQ Aviation Safety Unit at once. The UNHQ Aviation Safety Unit
shall then take appropriate actions to nullify the potential hazards in all other
Peacekeeping Missions concerned.
4.2.8 Reports
4.2.8.1 At the conclusion of the ASTI, the Aircraft Accident
Investigator will compile the ASTI Report. This Report will be used by the
Mission BOI as source of technical information, as indicated in the Field
Administration Manual, Chapter 16 Part III paragraph 1.2.
4.2.8.2 The ASTI Report will be prepared in three original copies.
Copy number one will be given to the Mission for its BOI; copy number two will
be submitted to Director LSD for his/her perusal; copy number three will be
submitted to the Aviation Safety Unit, LSD, UNHQ.
4.2.8.3 Depending on the complexity of the investigation, one or more
ASTI Interim Reports will be prepared during the execution of the ASTI. In
normal circumstances, at least one Interim Report will be prepared by the
Aircraft Accident Investigator and submitted to the Aviation Safety Unit,
Transport Section, LSD, UNHQ as soon as the emergency phase of the
investigation is completed. The Interim Report will include, but not be limited
to:
-
Description of occurrence
Name and number of Persons on Board and of casualties
Initial findings
Any other factors or circumstances uncovered so far by the investigation.
Thereafter, updates to the initial Interim Report will be filed with UNHQ Aviation
106

Safety Unit at least on a fortnight basis, or whenever necessary.
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5. EMERGENCY RESPONSE PLAN

5.1
Introduction
5.1.1 This Part of the United Nations Aviation Safety Manual lays down the
basic requirements for an Emergency Response Plan (ERP) and offers a specimen
Plan in Annex "H" to standardize areas of responsibility and action throughout
Peacekeeping Missions in the United Nations.
5.2
Purpose
5.2.1 The purpose of the Emergency Response Plan is to provide procedures

for the maximum protection of life and property; ensure coordinated action for a
thorough and accurate investigation and provide timely guidance in the event of an
aircraft accident within the Mission area.
5.3
Objective
5.3.1 The objective of an Emergency Response Plan is to:
5.3.1.1
property;
Provide procedures for maximum protection of life and
5.3.1.2 Ensure coordinated action for a thorough and accurate

investigation; and
5.3.1.3
5.4
Provide timely guidance in the event of an aircraft accident.
Function
5.4.1 Each Mission will develop an Emergency Response Plan for aircraft
accidents. The plan will follow the basic format in Annex "H" and should include,
but not necessarily be limited to, the following:
5.4.1.1 Notification to all pertinent agencies that an accident has
occurred. This should include the maintenance of a checklist with names
and contact numbers that will provide for:
5.4.1.1.1 Persons to be notified;
5.4.1.1.2 Units/agencies to be notified; and
5.4.1.1.3 Required reports to be raised including sample
and addresses.
5.4.1.2 Ensure that all assigned personnel understand their terms
of reference and responsibilities pertaining to the plan.
5.4.1.3
Pre-arrange for
108
vehicles, transport, aircraft

and/or helicopters, which may be required to proceed to the scene.

Consideration should also be given to the pre-arrangement of salvage
equipment and/or recovery of wreckage by helicopter, as necessary.
5.4.1.4 Photographic requirements should be established and a
photographer available to proceed to the scene of the accident at short
notice.
5.4.1.5
pre-arranged;
Security requirements should be considered and be
5.4.1.6 Preservation of wreckage after removal from the crash site

may be necessary. A suitable location that can be protected from
unauthorized entry must be made available.
5.4.1.7 A central location (e.g. Mission Air Operations Centre) at
which personnel and equipment can assemble before proceeding to off-Base
accident scene.
5.4.1.8 Liaison between UN Military Contingents, local Police and
other authorities to ensure prompt reporting of off-Base accidents, adequate
traffic control in moving convoys to accident scenes, security at scene and
assistance in communicating with personnel at remote accident scenes.
5.4.1.9 Maps, with suitable grid or co-ordinate system, to permit all
concerned to promptly pinpoint the accident scene.
5.4.1.10 Post-traumatic stress counselling should be programmed
and made available for emergency plan members, crews, survivors and
mission staff members in general.
5.5.1 Peculiarities of individual Bases or sectors in each mission area should
be incorporated in the plan, as appropriate.
5.5
Task Assignments
5.5.1 The plan should include a list of responsibilities for each personnel,
section or element to which tasks are assigned. These should include but not be
limited to the following:
5.5.1.1
Communications Units
5.5.1.2
Control Tower
5.5.1.3
Mission/Contingents Operations Centre
5.5.1.4
Sector Command Posts
5.5.1.5
UN and Local
Medical Units
109

5.6
5.5.1.6
5.5.1.7
Ground Rescue Parties

Transportation Section/Unit, and
5.5.1.8
Operators managers, crews and other staff members.
Example of an Emergency Response Plan
5.6.1 This specimen plan (Annex "H"), which will serve as a guide for
compilation, covers the following issues:
5.6.1.1
The plan in general
5.6.1.2
On-Base aircraft accident response procedures
5.6.1.3
Off-Base aircraft accident response procedures
5.6.1.4
Notification of aircraft accident to key personnel, and
5.6.1.5
accident.
Duties of key personnel when informed of an aircraft
5.6.2 Other aspects not specifically covered in the specimen plan at Annex
H, but which should be considered by individual Missions in the preparation of
their specific plan, are:
5.6.2.1
5.6.2.2
equipment
Composition of ground rescue party

Composition of aircraft recovery/salvage team and
5.6.2.3
Format for telephone message on accident reporting
5.6.2.4
Ground/air visual code for survivors/rescue parties
5.6.2.5 Any other military or government service from which

assistance may be sought.
5.7
5.6.2.6
UN and local Medical Team Plan, and
5.6.2.7
SAR (UN and local)
Drills/Exercises
Each mission shall conduct Emergency Response Plan exercises and drills
on a regular basis to test the validity of their current plan, identify areas of
improvement and to maintain all concerned personnel trained for the tasks
required of them in case of an aircraft accident.
110

5.8
Types Of Drills/Exercises
5.8.1 There are different types of drills/exercises that can and should be
carried out. The appropriate one to use will depend on the general knowledge that
participants have of the plan, general preparedness of the plan itself and whether
the plan has ever been tested before or not. The following is a list of the types of
drills that can be carried out:
5.9
5.8.1.1
Desk Top Exercises
5.8.1.2
Communication Drills
5.8.1.3
Area or particular task assignment drills
5.8.1.4
Full Drills
Desk Top Exercises
5.9.1 This type of exercise can be used to pre-test a new emergency

response plan and also to continually test an existing plan and the preparedness
and knowledge of those who have specific tasks assigned to them in case of an
emergency.
5.9.2 A case scenario is established or written by the Mission Aviation
Safety Officer, where he/she sets out a supposed accident with relevant specifics to
their Mission e.g. routes, type of aircraft etc. This case scenario is then presented
either individually or in-group to all those involved in the plan. Concerned
personnel are then asked to describe what their tasks and responsibilities would be
and what they would do if the scenario were real life.
5.9.3 These exercises can be done with pre warnings i.e. advising all
concerned that an exercise will take place on a certain day at a certain time or on a
surprise basis.
5.9.4 The results should be evaluated by the Mission Aviation Safety Officer
and if necessary changes made, distributed to all concerned and discussed in
detail to insure everyone is aware of and understands them.
5.10 Communication Drills
5.10.1 One of the most important issues in an emergency and the one that can
eventually determine the effective outcome is communications. This drill is an
excellent way of checking that this part of the plan is working. Its great advantage is
that no one has to leave their work, office, home and so on, all they need to do is make
a call(s) and keep a register of what came of their call(s). It is also an excellent means
to insure that names and contact numbers of all involved are constantly updated.
5.10.2 A Communication Drill can involve the whole Emergency Response
Communication system (flight following, crew, ATC, SAR, Fire Fighting, Medical and
111

other agencies and UN Staff involved in the plan) or just a particular area of it, i.e.
Flight Following.
5.10.3 The Mission Aviation Safety Officer decides what part of the
communication system needs to be tested and initiates a this is a drill call to the
first person in the notification list. All concerned should be previously briefed on
communication drill procedures. The person receiving the call should note the hour in
which he/she received the call and then make subsequent notes on the time taken,
problems that they encountered in order to reach the person(s) who were next on the
notification list and so on. Once over, everyone involved should send copies of their
notes to the Mission Aviation Safety Officer so that problems can be ironed out, names
and numbers changed if necessary and so on.
5.11 Area or Particular Task Assignment Drills
5.11.1 Before a full drill can be carried out the Mission Aviation Safety
Officer needs to insure that all the involved areas/agencies/sectors/bases have an
understanding and general overview of the whole plan and more specifically clear
understanding of their particular task and responsibilities. With this in mind the
Mission Aviation Safety Officer, in coordination with each involved
area/agency/sector/base, should develop and carry out a drill to check their
particular response.
5.11.2 In this type of drill the people concerned under the direction of the
Aviation Safety Officer carry out a full drill involving their particular area of
responsibilities. An example of this could be a full drill of the fire fighting team in
an on base accident. A scenario would be set up and everyone involved in the fire
fighting team activated, they would rush to the scene of the supposed accident,
where a mock accident is in place, with a supposed wreck, survivors, bodies, and
so on and the concerned personnel would have to act accordingly.
5.11.3 Before an exercise of this type, drills inspectors should be chosen and
briefed on what is expected of them so that they might evaluate the general
response of the area carrying out the drill. Once over, a debriefing with all involved
personnel should take place. The Aviation Safety Officer should chair debriefing
and all aspects of the drill, be they positive or negative, addressed.
5.11.4 Any errors discovered during the exercise and the debriefing session
should be looked into, the plan corrected and redistributed, before a full drill of the
whole plan is carried out.
5.12 Full Drill
5.12.1 A full drill should be planned and carried out once a year. This drill
should involve the activation of the whole emergency plan and include local agencies
such as SAR, fire fighting teams, local hospitals, ambulances, ATC and so on. This
type of exercise requires a lot of planning to insure that all involved know exactly what
is expected of them.
112

5.12.2 Full drills can be carried out as a surprise exercise to assess the reaction
of people in an emergency. However, this is generally not recommended unless the
plan has been in place and drilled before and those involved are confident of the
effectiveness of the plan itself. For the testing of a new plan all concerned areas should
be involved in the initial planning phases of the drill, meetings held to discuss details
of the scenario, date, time, who should do what, when, where, every possible detail
should be discussed and people told what to expect.
5.12.3 As above, inspectors should be chosen and briefed on what is expected of
them and assigned to evaluate a specific area of the plan and their response in
general. Once the drill is over, a debriefing with all involved personnel should take
place. The Mission Aviation Safety Officer should chair debriefing and all aspects of
the drill, be they positive or negative, addressed.
5.12.4 Any errors discovered during the exercise and subsequent debriefing
should be corrected, included in the plan and redistributed to all concerned. Desk Top
Exercises, Communication Drills and/or Area or Particular Task Assignment Drills will
probably be necessary to insure all concerned know and understand the changes
made.
113

Annex A
TRAINING
A1 Training Policy
A1.1 Sufficient number of Aviation Safety Training Courses to provide 1 course
a year for 50% of the aviation safety personnel, so that each mission safety staff
attends one training course every other year. Training shall be either Basic Training
or Advance Training as described herein. Basic Training is an Aviation Safety
Management Course from one of the institutions listed at paragraph 2.3.3A.2 Advance
Training is any specialized course from the list at listed at paragraph 2.3.3A.3
A1.2 Provide for the participation of all Mission Aviation Safety Personnel to
the 5 days Aviation Safety Seminar to be held each year in UNLB. The relative amount
should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety
Personnel to conduct the Seminar.
A1.3 Provide for the participation of DOA/CAO and CISS to the 2 days Aviation
Safety Seminar for Mission Management to be held every two years in UNFICYP. The
relative amount should be increase by 7% to cover the pro rated participation of UNHQ
Aviation Safety Personnel to conduct the Seminar.
A2 Basic Training
A2.1
Queen Noor Civil Aviation Technical College, Jordan

P.O. Box 341020
Amman 11134
Tel: 962 6 4894553
Fax: 962 6 4894553
E-mail: qncatc@go.com.jo URL: http://www.qnac.edu.jo
Course Title
Aviation Safety Program Management
A2.2
ATNS College (trading as Aviation Training Academy), South Africa

Private Bag X 1
Bonaero Park
1622
Tel: (2711) 5700400
Fax: (2711) 3901209
E-mail: JohanS@atns.co.za URL: http://www.ata.co.za/
Course Title
Aviation Safety Management
A2.3
Embry-Riddle Aeronautical University, United States
114

Tel: (1928) 7776956

Fax:
E-mail:waldock@erau.edu
URL:http://www.erau.edu/0Universe/02/02avsafetycert.html
Course Title
A2.4
Institut Franais de Scurit Arienne/AIRCO, France

2, place Rio de Janeiro
F-75008 Paris
Tel: 33 (0)1 44 95 29 42
Fax: 33 (0)1 44 95 29 41
E-mail: msalmon@ifsa-avia.org URL: http://www.ifsa-avia.org
Course Title
Flight Safety Officer Course
A2.5
Southern California Safety Institute, Inc., United States

3521 Lomita Boulevard Suite 103
Torrance, California 90505
Tel: (310) 517-8844
Fax: (310) 540-0532
E-mail: peter.gardiner@scsi-inc.com URL: http://www.scsi-inc.com
Course Title
A3 Advanced Training
A3.1
Swinburne University of Technology, Australia

Aviation Programs
P.O. Box 218
Hawthorn, Victoria
3122
Tel: +61 3 9214 5066
Fax: +61 3 9214 5418
E-mail: sfankhauser@swin.edu.au URL:
http://www.swin.edu.au/aviation/
Course Title
Graduate Certificate/Diploma and Masters in Aviation Human Factors by
Distance Learning
A3.2
ASC International Inc. , Canada
115

89 Corbeil "Blue Hills"

Morin Heights, Quebec
J0R 1H0
Tel: (450) 226-7007
Fax: (450) 226-6328
E-mail: ascgalliker@compuserve.com
Course Title
Airline Aircraft Accident Response Planning
A3.3
Institut Franais de Scurit Arienne/AIRCO , France

2, place Rio de Janeiro
F-75008 Paris
Tel: 33 (0)1 44 95 29 42
Fax: 33 (0)1 44 95 29 41
E-mail: msalmon@ifsa-avia.org URL: http://www.ifsa-avia.org
Course Title
Air Transport of Hazardous Cargo
Conceiving and Steering an Aviation Accident Prevention Programme and
Human Factors in the Prevention and Investigation Process
Aviation Accident Investigator's Course
A3.4
Queen Noor Civil Aviation Technical College, Jordan

P.O. Box 341020
Amman 11134
Tel: 962 6 4894553
Fax: 962 6 4894553
E-mail: qncatc@go.com.jo URL: http://www.qnac.edu.jo
Course Title
Airport Apron Safety
Aviation Safety Awareness
A3.5
Southern California Safety Institute, Inc., United States

3521 Lomita Boulevard Suite 103
Torrance, California 90505
Tel: (310) 517-8844
Fax: (310) 540-0532
E-mail: peter.gardiner@scsi-inc.com URL: http://www.scsi-inc.com
Course Title
Operational Risk Management
Ramp and Maintenance Safety
Advanced Aircraft Accident Investigation
Aircraft Accident Investigation
Aircraft Performance and Structures Investigation
Electronic Systems Investigation
Fire & Explosion Investigation
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Gas Turbine Accident Investigation

Helicopter Accident Investigation
Human Factors for Accident Investigators
Incident Investigation and Analysis
Investigation Management
Safety Decision Making
A3.6
Air Safety Assessoria Aeronutica S/C Ltda., Brazil

AOS 1 - Bl. F/420
70660-016 Brasilia - DF
Tel: (5561) 234-2683
Fax: (5561) 234-2683
E-mail: airsafet@brnet.com.br
Course Title
Aircraft Accident Prevention Course
A3.7
Centro de Investigao e Preveno de Acidentes Aeronuticos (CENIPA),
Brazil
VI COMAR, QI 05, Lago Sul
Brasilia - DF, 71.615-600
Tel: (5561) 365 1008
Fax: (5561) 365 1004
E-mail: cenipa@cenipa.aer.mil.br URL: http://www.cenipa.aer.mil.br
Course Title
Flight Safety Course
A3.8
IATA Aviation Training and Development Institute, Canada

800 Place Victoria
P.O. Box 113
Montral, Qubec H4Z 1M1
Tel: (514) 390-6840
Fax: (514) 874-9659
E-mail: atdi@iata.org URL: http://www.iata.org/atdi
Course Title
Airside Accident Investigation
A3.9
Institute of Safety & Human Factors, Pakistan

F-63/3, Park Lane,
Block-5,
Clifton,
Karachi
Tel: 92-21-582-1355 & 1366
Fax: 92-21-582-0924
E-mail: ishf@cyber.net.pk URL: http://www.ishf.com.pk
117

Course Title
Safety Management and Accident Investigation Course
A3.10 Institute of Continuing Education, National Aviation University, Ukraine
1, Avenue Kosmonavta Komarova
03058, Kyiv-58
Tel: +380 (44) 484 93 49
Fax: +380 (44) 483 73 85
E-mail: ipn@nau.edu.ua URL: http://www.nau.edu.ua/ipn
Course Title
Investigation and Prevention of Air Crashes
A3.11 Federal Aviation Administration, United States
International Training Program
Office of International Aviation
800 Independence Avenue, SW
Washington, DC 20591
Tel: (202) 267-7958
Fax: (202) 267-7172
E-mail: 9-awa-aia-intl-training@faa.gov URL:
http://www.academy.jccbi.gov/ama800
Course Title
Aircraft Accident Investigation, Part 3 (New Technology and Recurrent
Training)
Aircraft Cabin Safety Investigation
Human Factors in Aircraft Accident Investigation
Rotorcraft Safety and Accident Investigation
A3.12 University of Southern California, United States
School of Engineering/Continuing Education
Aviation Safety Programs
6033 West Century Blvd ste 940
Los Angeles, Ca. 90045
Tel: (213) 740-3995
Fax: (213) 748-6342
E-mail: barr@bcf.usc.edu URL:
http://www.usc.edu/dept/engineering/AV.html
Course Title
Accident/Incident Response Preparedness
Gas Turbine Engine Accident Investigation
Helicopter Accident Investigation
Photography for Aircraft Accident Investigation
118

Annex B
B1
SUGGESTED MISSION SURVEY CHECKLIST
Safety Management
B1.1 Is the Mission Aviation Safety Officer suitably qualified and experienced?
B1.2 Does the Mission Aviation Safety Officer hold any other primary or
secondary duties?
B1.3 Does the Mission Aviation Safety Officer have a proper office with
adequate clerical support?
B1.4 Does the Mission Aviation Safety Officer keep a fully amended copy of the
relevant publications?
B1.5 Is the Mission Aviation Safety Officer's office ideally located to give easy
and rapid access to decision-making authorities?
B1.6 Does the Mission Aviation Safety Officer maintain adequate contact with
Mission Aviation Safety Officers of other Missions to ensure an adequate exchange of
information?
B1.7 Does the Mission Aviation Safety Officer approach his safety task with
sufficient enthusiasm and tenacity?
B1.8 What records are kept of all occurrences in the base?
B1.9 How is safety publicity dealt with?
B1.10 What consideration has been given to problems associated with aircraft
operations?
B1.11 Is a safety diary maintained?
B1.12 How is hazard reporting encouraged?
B2
Accident Prevention Programme

B2.1 Is a well-organised programme evident?
B2.2 Do personnel participate in the meetings? Is attendance checked?
B2.3 Are specialists used for the meetings?
B2.4 Do safety publications receive wide distribution and official use? Are
safety bulletin boards conspicuous, neat and up-to-date?
119

B2.5 Are survey conducted periodically and are records maintained of these
surveys?
B2.6 Are all reported occurrences and hazards closely monitored and
scrutinised?
B2.7 Is management sufficiently involved in the safety programme?
B2.8 Is the safety programme practical and is the implementation
satisfactory?
B3
General Operation of Aircraft

B3.1 What steps are taken to ensure that aircrew:
B3.1.1 Are conversant with established operating procedures?
B3.1.2 Adhere to procedures and are kept informed of changes in
procedures?
B3.1.3 Are properly equipped to perform their tasks?
B3.2 Are all aircraft operated in service of the mission adequately equipped for
the operating environment?
B3.3 What precautions are taken in the taxi, marshalling and parking of
aircraft?
B3.4 Are life support and safety equipment in the aircraft in accordance with
current instructions and are they sufficient?
B3.5 What briefings are given to passengers? Are they adequate?
B3.6 What are the smoking regulations and are they strictly enforced?
B3.7 Are aircrew briefings/debriefings adequate?
B4
Airfield
B4.1 Is the airfield inspected daily for serviceability of all surfaces, both hard
standing and grass areas?
B4.2 Are all hard standing areas (runways, taxiways and aircraft parking)
adequate in size and strength for all aircraft that may be expected to use the airfield?
B4.3 How are the hard standing areas kept clear of obstructions and debris?
B4.4 Is the markings, lighting and surface condition of taxiways satisfactory?
How are they maintained?
120

B4.5 Are the undershoot and overshoot areas properly prepared and
maintained?
B4.6 Is there adequate drainage from runways, taxiways and apron areas?
B4.7 Are there specific taxing arrangements and instructions for visiting
pilots?
B4.8 Have all unnecessary obstructions on the airfield been removed? Are all
the remaining obstructions marked or lighted?
B4.9 How are the runways lighted? Is the lighting adequate to meet all night
flying requirements?
B4.10 Where are the obstruction lights in the vicinity of the airfield? Are they
adequate?
B4.11 What sources of auxiliary power are available in the event of main power
failure?
B4.12 Is conversion to auxiliary power automatic upon failure of mains power?
How often is the auxiliary power source checked?
B4.13 How are vehicles on roads passing through or close to the runway
controlled?
B5
Air Traffic Control
B5.1 What diagrams of the airfield does ATC display? Are buildings, hangars,
hard standing areas, taxiways, runways, and local obstructions shown?
B5.2 Is a map of the local area displayed showing the locations of all power
lines and other hazards to low-flying aircraft? Is it up-to-date?
B5.3 What fire-fighting and crash vehicles and procedures exist for dealing
with aircraft crashes and fires, both on and off the airfield?
B5.4 What warning measures concerning local flight hazards are
promulgated?
B5.5 Are local hazards to flight posted in NOTAMs?
B5.6 What liaison exists with ATC at adjacent airfields to ensure maximum
compatibility of local air traffic patterns?
B5.7 Is there a visibility check chart in the tower?
B5.8 What emergency operating
instructions for types of aircraft likely to

121

use the airfield does the tower hold?

B5.9 Is a responsible individual, qualified on the types of aircraft operated,
immediately available at all times to give assistance in cases of emergency?
B5.10 If runway (ground) controllers are used, how is the division of
responsibility between them and the tower defined?
B5.11 What procedures are in force for reporting breaches of vehicles surface
traffic discipline in the aircraft movement area?
B5.12 How is surface traffic controlled and how often are briefings given?
B5.13 What intercommunication exists between the tower and other airfield
aids?
B5.14 What information, likely to be required by pilots in the air, is immediately
available?
B5.15 Are bad circuits and landings reported and logged?
B5.16 How are transmissions on approach and local control frequencies
recorded?
B6
Instrument Approach and Landing Aids

B6.1 What visual or other landing aids are employed? Are they adequate?
B6.2 Is the serviceability rate of navigational aids satisfactory?
B6.3 How often are the instrument approach procedures in use at the airfield
reviewed and are they as published in the Flight Information Publication (FLIP) and
Terminal Instrument Procedures (TERPS)?
B6.4 What action is taken on reports by pilots of unsatisfactory operation of
the various approach and landing aids?
B6.5 What flying obstructions do the approach and landing aids constitute?
B6.6 What precautions are taken to prevent vehicles etc., being parked so that
they affect approach and landing aids?
B6.7 How are the emergency frequencies monitored?
B6.8 What is the state of readiness of the Ground Control Approach (GCA)
unit?
122

Annex C
C1
GUIDELINES TO MISSIONS ON BUDGET

COMPILATION
General
C1.1 All field missions with organic aviation assets, when preparing their
financial budget in relation to Aviation Safety requirements, shall follow the following
guidelines
C1.2 All missions shall plan for the deployment of the required Aviation Safety
Personnel, as defined below, in accordance with the Aviation Safety Support Plan
attached at Appendix 1 to Annex C.
C2
Personnel Posts
C2.1 Option A
1 Mission Aviation Safety Officer P-3
When:
The expected fleet includes no more than 3 aircraft
The aircraft are permanently deployed in no more than 2 locations
C2.2 Option B
1 Aviation Safety Assistant FS
When one of the following instances occurs:
The expected fleet includes more than 3 and no more than 10 aircraft, or
The aircraft are permanently deployed in 3 or more locations, all of which
are within 150 NM from mission HQ
C2.3 Option C
1 Aviation Safety Officer P-3
1 Aviation Safety Assistant FS
When one of the following instances occurs:
The expected fleet includes more than 10 aircraft and no more than 20
aircraft, or
The aircraft are permanently deployed in any number of locations and at
least one of them is more than 150 NM from mission HQ
123

C2.4 Personnel requirements greater than those indicated in Option C as a

consequence of fleets larger than 20 aircraft or complex deployment postures
shall be discussed, defined and coordinated with the Aviation Safety Unit,
UNHQ prior to Budget Consolidation.
C3
Travel
C3.1 2 Aviation Safety Assistance Visits per year for 1 ASU/UNHQ staff
member who will spend 7 full days in the mission plus travel to/from New York.
1 Aviation Safety Assessment Visit per year for each Carrier under Long Term Charter
Agreement in the Mission for 1 ASU/UNHQ staff member, who will spend 3 full days in
the Carriers base plus travel to/from New York.
C4
Training
C4.1 Sufficient number of Aviation Safety Training Courses to provide 1 course

a year for 50% of the aviation safety personnel, so that each mission safety staff
attends one training course every other year. Training shall be either Basic Training
or Advance Training as described herein. Basic Training is an Aviation Safety
Management Course from one of the institutions listed in paragraph 2.3.3A2 of Annex
A. Advance Training is any specialized course from the list in paragraph 2.3.3A3 of
Annex A.
C4.2 Provide for the participation of all Mission Aviation Safety Personnel to
the 3 days Aviation Safety Seminar to be held each year in UNLB. The relative amount
should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety
Personnel to conduct the Seminar.
C4.3 Provide for the participation of DOA/CAO and CISS to the 2 days Aviation
Safety Seminar for Mission Management to be held every two years in UNFICYP. The
relative amount should be increase by 7% to cover the pro rated participation of UNHQ
Aviation Safety Personnel to conduct the Seminar.
C5
Equipment
C5.1 Sufficient funds to purchase items listed in the Accident Investigation Kit
as described at Appendix 2 to Annex C
C6
Publications
C6.1 Sufficient funds to acquire a full set of ICAO Annexes with subscription
to periodic updates; ICAO and IATA Dangerous Goods Manuals. IATA Airport Manual.
124

AVIATION SAFETY SUPPORT PLAN
1.C1 Mission
1C1.1
To provide advise on Aviation Safety and to implement accident
prevention measures through the establishment, management and execution of the
Mission Aviation Safety Programme.
1.C2 Execution
1C2.1
A Mission Aviation Safety Unit will be established within the Office
of the DOA/CAO in Mission HQ from D Day, manned by the Mission Aviation Safety
Officer (MASO). Full strength of the Mission HQ Safety Unit will be reached at D+15.
1C2.2
Plan on Office Space, Comms, EDP and Vehicles Requirements for
the whole mission safety structure will be prepared by D+2
1C2.3
Preliminary Mission Accident Prevention Programme will be
prepared by D+15.
1C2.4
MASO to conduct Preliminary Safety Surveys to Mission HQ and
Sector HQs by D+15
1C2.5
Bases by D+15
MASO to conduct Preliminary Safety Surveys to Rear Logistics
1C2.6
Hazards by D+15
MASO to conduct Preliminary Identification of Aviation Safety
1C2.7
CAO on D+20
MASO to deliver Preliminary Report on Mission Safety Posture to
1C2.8
Preliminary Mission Safety Indicators will be sent to UNHQ on
1C2.9
Preliminary Mission Pre Accident Plan will be prepared by D+30
1C2.10
First Mission Aviation Safety Council will be organized by D+45
D+20
1C2.11
Remainder of mission safety staff will be deployed to Sector HQs
on D+45 or whenever air assets are permanently deployed at Sector HQs.
1C2.12
prepared by D+60
Consolidated Mission Accident Prevention Programme will be
1C2.13
Consolidated Mission Pre Accident Plan will be prepared by D+60
1C2.14
First UNHQ Safety
Assessment Visit will be conducted by

125

D+90
Quantity
3
5
3
6
1
6
1
1
1
1
1
4
Various
1
8
1
1
1
1
1
1
1
1
1
1
1
1
1
6
1
1
1
6
4
10
5
1
6
ACCIDENT INVESTIGATION KIT
Essential Items
Hardhats (Construction type)
Pair of Safety Goggles
Flashlights (waterproof)
Flashlight Batteries
Motorola Charger (6 Units)
Motorola Radios
Camcorder and Spare Battery
60 Minute Video Cassette (8 mm)
Set of Charger Cables
Digital Camera
35 mm Camera (Close-up Capability)
35 mm roll of film (36 exposure)
Area Maps
Magnetic Compass
Pairs of Work Gloves (Large and Medium)
Measuring Tape (50 M)
Small Hammer
Combination Screw Driver with Various Blades
Pair Diagonal Cutters
Small Knife
Pair Pliers
Dentist Mirror
Retrieving Tool Magnetic
Axe
Shovel
Pick
Nylon Rope (3mm/30m)
UN Accident Investigation Handbook
Fluid Sampling Bottles
Box Reseal able Plastic Bags
Box of Labelling Tags
Box of Gummed Labels
Writing Pads
Types of Envelopes
Pens
Pencils (normal and grease)
Pair of Scissors
Markers
126

3
2
1
1
1
1
1
1
3
3
2 sets
1
2
1
1
1
1
1
3
1
4
2
10
30
1
2
2
1
1
Erasures
Glue
Scotch Tape
Box of Rubber Bands
Ruler 12 or 30 cm
Pair of dividers 7
Box of Nails
Roll of 1 inch Fluorescent Tape
Clipboards
Safety Signal Vests
Earplugs (Perfit)
3m X 3m Plastic sheet or shelter (for shade or rain
protection)
Survival Blankets
Aluminium Box (for storing kit items)
GPS Handheld
Fire Extinguisher (Chemical Dry Powder)
Binoculars
Tape Recorder
Extra Tapes (60 min.)
Portable Computer
Clinometers
E6-B Flight Computer
Disposable protective overalls
Flag Markers
Masking Tape
Handheld Air to Ground VHF/AM Radio
Pocket Calculators
Box of Disposable Surgical Gloves
Set of Chemlites for helicopter night landing
Quantity
3
1
1
3
6
As Req.
As Req.
Additional Items
Bottles of Insect Repellent
First Aid Kit
Bottle of Aspirin Tablets BP 300 mg.
Sterile Burn Dressings
Sun Block Cream
Case(s) of Water
Rations
127
Annex D
EXAMPLE OF MISSION ACCIDENT PREVENTION PROGRAMME

CALENDAR OF ACTIVITIES -
ACTIVITIES
JAN
FEB
MAR
AVIATION SAFETY COUNCILS

MEETINGS
FOCUS GROUP DISCUSSIONS
MEETINGS
AIRPORTS, HELIPAD AND
SERVICING SURVEYS - MAIN
FIELDS
AIRPORTS, HELIPAD AND
SERVICING SURVEYS SECONDARY FIELDS
MAY
JUL
AUG
OCT
NOV
DEC
X
X
X
SEP
JUN
X
AIRCRAFT, HELICOPTER AND

MAINTENANCE SURVEY
FLIGHT SAFETY BRIEFING AND
TRAINING SESSIONS.
APR
EMERGENCY RESPONSE
PROCEDURES
REVIEW
ACCIDENT PREVENTION
PROGRAM 2003
SAFETY RECOMMENDATIONS
Aviation Safety Officer
Chief Administrative Officer
Annex E
OMISSIS

Annex F
MISSION ASSISTANCE TO THE AVIATION SAFETY

TECHNICAL INVESTIGATION (ASTI)
1.
The Mission Aviation Safety Officer will normally be nominated to act as liaison
officer between the Mission and the ASTI. The assistance of a competent Mission
Aviation Safety Officer can do a great deal towards bringing an investigation to a
speedy conclusion. The following check list should be used by the Mission Aviation
Safety Officer prior to the arrival of the Aircraft Accident Investigator as a guide to his/
her most probable requirements (refer also to Part II Section 4 paragraph 7):
a.
Safeguarding Wreckage. Except so far as it is necessary to remove the
occupants or prevent obstruction, aircraft wreckage must remain undisturbed
and safeguarded against unauthorized interference until the Aircraft Accident
Investigator gives authority for its removal.
b.
Impounding Pertinent Documents. The following documents are to be
immediately impounded after the accident:
(1)
Technical and Flying Log Books
(2)
Crew medical records
(3)
Company/Unit Standard Operating Procedures and Operations

Manuals
(4)
Relevant Maintenance Job Cards
(5)
Cockpit Voice Recorder Recordings (see Note)
(6)
Flight Data Recorder Recordings (see Note)
(7)
Flight Plans
(8)
Others, if relevant.
Note:
To safeguard the recording from inadvertent damage it
should not be played back until required. As film tape recording
deteriorates rapidly with each playback, where possible such recordings
should be transferred on to magnetic tape before use. Technical
assistance from Company/Military Unit should always be sought for the
handling of Flight Data Recorders and/or Cockpit Voice Recorders.
c.
Photographs of Wreckage. Preliminary photographs must be taken of the
wreckage, particularly if the wreckage has to be disturbed because it is causing
an obstruction. The photographs should also be made available to the Aircraft
Accident Investigator as soon as possible.
131

d.
Sketch Plan of Wreckage. The Mission Aviation Safety Officer should
prepare a sketch plan of the wreckage and debris. Ground scars should also be
plotted and measured. Debris is to be photographed, distance measured from a
reference datum with bearings, before removal.
e.
Witnesses. Prepare a list of possible witnesses the Aircraft Accident
Investigator first and the BOI later may wish to interview and advise them that
they are likely to be required. Where applicable, the local police should be
contacted for names of civilian witnesses. Preliminary unsworn statements
taken immediately after the accident can be considerable assistance to the
Aircraft Accident Investigator/BOI.
f.
The Fire Attendance Report. This should be completed and made
available to the Aircraft Accident Investigator.
g.
Samples. Lox, oil, fuel and hydraulic samples should be obtained as
soon as possible, from both, servicing equipment and the accident aircraft.
h.
Preliminary Aircraft Occurrence Report. The Mission Aviation Safety
Officer should complete the preliminary aircraft occurrence report immediately
after the accident has occurred and forward it to the Aviation Safety Unit UNHQ
as soon as possible.
i.
Damage to Private Property. Preliminary photographs of the damaged
property if any, must be taken. Obtain 2 (two) signed copies of a letter
specifying damage and compensation sought by the owner(s) of the damaged
property. Appropriate Local Government Agency must be summoned as soon as
possible to verify the assessed damage. Two copies of the document duly
certified by the evaluators must be made available to the BOI. This activity
should be conducted in coordination with the Mission Legal Adviser who is the
officer responsible for this action.
2.
The same assistance is to be given to civilian aircraft accident investigations
carried out under the ICAO Annex 13 procedures.
132

Annex G EXAMPLE OF LETTER OF REQUEST FOR THE

ACCREDITATION OF A UN ACCREDITED REPRESENTATIVE TO
THE ACCIDENT INVESTIGATION CONDUCTED BY THE STATE
OF OCCURRENCE OR THE STATE OF REGISTRY OR BY THE
GOVERNMENT OF THE STATE TO WHICH AIRCRAFT UNDER
LOA BELONG
The UNITED NATIONS ............ (name of mission) presents its compliments to the ............
(name of investigative authority) and, in relation to the accident which occurred on ........
(date), in ........ (place), to the (aircraft/helicopter) .............. (type and registration marks),
has the honour to request to be represented to the investigation by an accredited
representative in the person of (Mr./Ms.) .................. (name and title of appointed Aircraft
Accident Investigator), in accordance with ICAO Annex 13 Chapter 5.
The UNITED NATIONS ............ (name of mission) avails itself of this opportunity to
express its appreciation to the ............... (name of investigative authority) for its
cooperation and to renew the assurances of its highest consideration.
........... (Date)
........... (Signature of Head of Mission)
133

Annex H
H1
EXAMPLE OF EMERGENCY RESPONSE PLAN
General Situation
H1.1 An aircraft accident involving personnel and equipment of the UN could

occur at any moment. A timely and co-ordinated plan to manage such event must be
therefore available and implemented.
IT IS IMPERATIVE THAT ALL PERSONNEL CONCERNED UNDERSTAND THIS
EMERGENCY RESPONSE PLAN.
H2
Conditions for Execution
H2.1 This plan will be executed when a UN aircraft crashes or is declared

overdue. The nearest Mission (or out station with permanently deployed air assets) to
the accident site will activate this plan.
H3
Definitions
H3.1 On-Base Accident - An aircraft accident that occurs within the confines
of the airport or within a radius visible from the control tower and readily accessible
by airport crash vehicles and rescue equipment.
H3.2 Off-Base Accident - An aircraft accident that occurs at a distance from
the airport and cannot be visually verified from the control tower as an aircraft
accident.
H4
Administration
H4.1 The Mission Aviation Safety Officer is responsible for the administration
of this plan and will ensure adequacy of formulated plans and procedures.
H5
Responsibilities
H5.1 All personnel involved in crash, rescue and accident investigation

activities is responsible for the part related to his/her duties and must be familiar with
this plan.
H5.2 Preservation of life and prevention of injury is the primary consideration
when an aircraft accident occurs. Secondly, mission posture must be maintained or
restored as quickly as possible. Lastly, crash evidence must be preserved to allow
investigation of the accident.
H6
Notification
H6.1 In the case of an On-Base accident, primary notification of an aircraft

accident is through the primary crash
alarm net initiated by the control tower
134

and the secondary crash alarm net initiated by Mission Air Operations Centre. If
notification of an aircraft accident is received from an off-Base source, the information
should be relayed to the Mission Air Operations Centre.
H6.2 Mission Air Operations Centre will in turn notify all key personnel
concerning the accident.
H7
Response Phases
H7.1 All emergency arrangements and activities must be considered under 3

distinct phases and cover on-Base and off-Base, accidents during and after normal
operating hours:
H7.1.1
Phase I - Rescue, fire suppression, making safe of
explosives, securing the crash site, and other immediate actions necessary to
prevent loss of life and property damage;
H7.1.2
Phase II - Investigation at the accident scene. All evidence
at the accident location must be preserved for the accident investigation.
Aircraft wreckage and/or components will not be moved unless the location of
the accident requires immediate wreckage removal to maintain or restore
mission capabilities or other critical functions; and
H7.1.3
accident site.
H8
Phase III - Recovery of the aircraft and restoration of the
Relationship between Authorities during Phases
H8.1 The On-Scene Commander (OSC) at the accident site will be the CAO or
any UN staff member or military officer from one of the contingents nominated by the
CAO. In the case of the nomination of a military officer, this nomination should be coordinated with the Force Commander.
H8.2 Each of the three response Phases will be directed by the appropriate
Officer-in-Charge (OiC) of the Phase, who will be given freedom of action to conduct
operations necessary to complete the appropriate response Phase. The OiC will report
phase completion to the On-Scene Commander (OSC). The nominated OiC of the
various Phases are to be as follows:
H8.2.1
Phase I:
H8.2.1.1
Fire Fighting, Rescue and Explosives Securing
Mission Fire Officer; or
H8.2.1.2
The rescue helicopter aircraft commander, until the
Mission Fire Officer arrives and takes command of phase I.
In some missions the functions of the Air Operations Centre could be executed by
the military equivalent in accordance with mission structure and organisation
135

H8.2.2
On-Scene Investigation
H8.2.2.1
Aircraft Accident Investigator; or
H8.2.2.2
OSC, until arrival of Aircraft Accident Investigator.
H8.2.3
H9
Phase II:
Phase III:
Recovery and Restoration
H8.2.3.1
Senior Engineering Officer; or
H8.2.3.2
OiC Salvage Team.
Response Co-ordination
H9.1 The OiC of Phase I will advice the OSC when fire fighting and rescue
operations are completed. As part of Phase I, the armament-qualified personnel will
ensure that all explosive materials in the area have been properly secured.
H9.2 When the accident site has been declared safe, it will be released to the
OiC of Phase II. When he has determined that all needed information has been
obtained from the wreckage, control of the wreckage site will be returned to the OSC
so that Phase III operations may begin.
H9.3 If circumstances surrounding the accident necessitate collection of
human remains, recovery actions will be co-ordinated between the OiC of Phase II, a
medical officer and the OSC. In no case will recovery of remains commence until
Phase I actions are completed, i.e. the site is declared safe. Remains recovery should
then be completed as soon as possible. If moving of wreckage is required to recover
human remains, wreckage evidence should be disturbed as little as possible and a
photographic record of original wreckage positions should be made prior to the
recover.
H9.4 All local and non-local inquiries regarding the aircraft accident will be
referred to the Head of Mission through the Public Information Officer.
H9.5 If the accident is in an area that requires wreckage removal prior to
investigation, complete photographic coverage, notes and measurements must be
taken prior to removal, if possible. Under no circumstances will removal be attempted
until Phase I actions are completed.
H10
Assembly Point
H10.1 The Mission Air Operations Centre will be the centre of activities for coordinating, reporting and organizing the investigation.
H10.2 Convoys will form outside the Mission Air Operations Centre. Normally,
a convoy to an on-base accident will not be necessary. If necessary, those personnel
and equipment authorized to proceed to the scene of an accident will check with the
OSC prior to proceeding to the accident
site. However, fire fighting equipment,
136

crash rescue vehicles and ambulance(s) will proceed directly to the accident scene.
H11
Communications
H11.1 The crash alarm, Motorola Radio Net and/or telephone line will be used
for alerting personnel of aircraft emergencies.
H11.2 A two-way communication is essential between the Mission Air
Operations Centre and the accident site. The Call signs used will be prefixed by the
word "RESCUE" for all personnel involved.
H12
Supporting Plans
H12.1 Each applicable organization, unit or section in the execution of this plan
will prepare individual (detailed) operating instructions in the form of a checklist.
These will cover training, actions required and results expected in the event of an
aircraft accident. The Mission Safety Officer is responsible to verify that these
checklists are indeed prepared. He will periodically review them for effectiveness and
keep an updated copy of all of them.
H12.2 The ERP will be reviewed and revised as necessary to accommodate the
environmental and technical changes. Changes to the ERP will be co-ordinated and
approved by the Mission Aviation Safety Council and then submitted to the Mission
Aviation Safety Officer for reproduction and distribution.
137

Appendix 1 to Annex H ON-BASE AIRCRAFT ACCIDENT

RESPONSE PROCEDURES
1H.1 General
1H.1.1
When operating from an established national and or international
airport that has its own current emergency response plan, in case of an on-base
accident, this plan will be implemented. The Mission Aviation Safety Officer will
coordinate with the airport local authorities for the insertion of the UN mission in the
relevant parts of the plan, so that the interests of the Organisation, as described in
Part VI, are safeguarded. This appendix addresses the case in which the UN mission,
directly or through services exclusively contracted to the UN, operates fully or partially
the airport concerned. The appendix outlines the procedures to be followed by all
units concerned in the event of an on-base aircraft accident, when the crash site can
be reached without difficulty by all fire, crash and rescue vehicles. All personnel and
facilities named in the ERP will respond as required.
1H.2 Tasks
1H.2.1
Air Traffic Control (ATC).
1H.2.1.1
Activate the crash alarm and give the following information:
1H.2.1.1.1
Type of aircraft and number/call sign
1H.2.1.1.2
Impact point
1H.2.1.1.3
Ordnance carried (if known), and
1H.2.1.1.4
Number of personnel on board.
1H.2.1.2
Transmit information that emergency operations are in
progress on UHF, VHF or HF emergency frequencies.
1H.2.1.3
obstructed.
Inform all other aircraft for diversion, if runway is
1H.2.1.4
Inform the Mission Operations Centre of the accident,
giving the same information listed above.
1H.2.1.5
Make additional transmissions over the radio, specifically,
when the operational runway is re-opened for take-off and landings.
1H.2.2
Mission Air Operations Centre. It is the responsibility of Mission
Air Operations Centre to inform all key personnel of the information received from the
ATC.
1H.2.3
Other
Units/Organizations. All other units and

138

or organizations will react as indicated in each phase of operations as follows:

1H.2.3.1
Phase I. Rescue, Fire Fighting and Explosive Securing.
1H.2.3.1.1 Fire fighting and rescue teams proceed to the scene

and initiate fire suppression and rescue operations;
1H.2.3.1.2 Medical officer and ambulance crew move to accident
site and stand by, clear of fire hazard, to receive injured. They will assist
in the rescue operations when the OiC of Phase I authorises or requests
such assistance.
1H.2.3.1.3 Military Police/CIVPOL will proceed to the area to
establish cordon and entry/exist points. As notification procedures
continue and other authorised personnel arrive at the accident scene,
they will stand-by at the Security Control Point established by the
Military Police/CIVPOL. Phase II or Phase III personnel will report to the
OSC at the Security Control Point; and
1H.2.3.1.4 When the Base Fire Officer determines that the
danger of fire is over, he will request armament personnel to enter the
crash area and make safe any explosive devices. After disarming is
completed, the Base Fire Officer will advise the OSC that Phase I is
complete.
Note: The rescue of injured personnel must only be undertaken when the officer-incharge of Phase I is absolutely sure that the immediate vicinity is safe from fire and
any explosive devices.
1H.2.3.2
Phase II: On-Scene Investigation:
1H.2.3.2.1 The OSC will notify the Aircraft Accident Investigator

that Phase II may begin;
1H.2.3.2.2 This phase includes investigation that must be
performed at the scene. During this phase personnel must be strictly
controlled. Only authorised personnel will enter the accident-cordoned
area. The OSC should release unneeded personnel; released personnel
must leave the area. If the runway is blocked or if the normal flow of
aircraft traffic is halted, this phase may be superimposed on Phase III at
the discretion of the OSC, after consultation with the Aircraft Accident
Investigator. Delays can cause emergency conditions to develop in
aircraft that are still airborne as well as interfere with normal operations
of the Mission. If Phases II and III are superimposed, the Aircraft
Accident Investigator should take photographs as needed and take
required notes and measurements while the Phase III team is preparing
the aircraft/wreckage for the removal from the accident scene. If the
accident does not block the runway or seriously restrict operations,
removal of the aircraft
wreckage must not begin until all
139

necessary investigation procedures at the accident scene have been

completed; and
1H.2.3.2.3 The Aircraft Accident Investigator will report
completion of Phase II to the OSC.
1H.2.3.3
Phase III: Recovery and Reconstruction:
1H.2.3.3.1 The CAO will designate a suitably qualified person as

the OiC of Phase III, as indicated in paragraph 12.c of Annex A to Part VI.
Hangar and/or warehouse space for wreckage storage will be coordinated by him/her;
1H.2.3.3.2 This phase includes the removal of the aircraft
wreckage and the restoration of the area. It will be initiated at the
direction of the OSC. Every effort will be made to expedite this operation
if the wreckage is interfering with normal airfield operation. If a situation
occurs which dictates that the runway must be used immediately, all
available means must be used to clear the runway. This includes
dragging or pushing damaged aircraft clear of the runway;
1H.2.3.3.3 After the wreckage is removed to a hangar, it remains
under the control of the Aircraft Accident Investigator until it is no longer
needed for investigation; and
1H.2.3.3.4 The Senior Engineering Officer, in coordination with
Military Police/Civpol, is to establish a cordoned restricted area around
the stored wreckage.
140

Appendix 2 to Annex H OFF-BASE AIRCRAFT ACCIDENT

RESPONSE PROCEDURES
2H.1 General
2H.1.1
This part outlines the procedures to be followed by all
units/organisations in the event of an off-base aircraft accident. The basic procedures
are identical to those used for an on-base accident with certain modifications
necessitated by time, distance and personnel involved. Due to these modifications and
the various off-base agencies that will become involved, complete procedures are
detailed in the following paragraphs, establishing a common ground for more detailed
co-ordination and action at the scene of the accident and resulting in more efficient
use of personnel and equipment.
2H.2 Tasks
2H.2.1
Mission Air Operations Centre. Specific data must be obtained
from persons making the initial report of an aircraft crash, to locate the area and
establish the nature of the crash. The following information is necessary for
establishing the validity and accuracy of the report and to provide information
necessary to make the crash report. Telephone operators receiving a call indicating
that an aircraft has crashed will transfer the call immediately to the Mission Air
Operations Centre, whose personnel will record the following information in so far as
possible:
2H.2.1.1
Establish the identity of the caller and his location (i.e.
telephone number and place)
2H.2.1.2
Determine if caller actually saw the aircraft and request to
remain in a position to direct crash vehicles, if possible
2H.2.1.3
Request the following information from the caller, if known:
2H.2.1.3.1 Type of aircraft, serial number and time of accident.

(If not known, ask for specific markings, colour and description)
2H.2.1.3.2
2H.2.1.3.3
location, and
Accident location
Distance and direction of crash from the callers
2H.2.1.3.4 Distance and direction from main road or any other

prominent landmarks.
2H.2.1.4
Relay information received to the control tower so that
crash alarm may be activated.
141

2H.2.2
Air Traffic Control (ATC).
2H.2.2.1
Activate the crash alarm;
2H.2.2.2
Exercise control of air traffic in the vicinity of the accident,
if possible, to assist in pinpointing the accident location;
2H.2.2.3
Provide back-up communications link between crash
convoy and the base.
2H.2.3
Other Units/Organisations. The following organisations will
respond immediately with as much equipment as circumstances warrant. They will
proceed to the accident site if it can be located on the off-base grid map.
2H.2.3.1
Search and Rescue (SAR) helicopter.
2H.2.3.2
Fire-fighting and rescue crews.
2H.2.3.3
Rescue ambulance crews with a medical officer.
2H.2.3.4
Search aircraft, as necessary or practical.
2H.2.3.5
One security team and vehicle with communication facility.
f2H.2.3.6
OSC and Mission Aviation Safety Officer.
2H.2.4
All other units/organizations not involved in Phase II operations
will proceed to Mission Air Operations Centre. A convoy will assemble at Mission Air
Operations Centre in the following order:
2H.2.4.1
A Military Police/CIVPOL vehicle with an operational radio,
siren and flashing red light (the lead vehicle);
2H.2.4.2
Additional fire-fighting and rescue vehicles, if required;
2H.2.4.3
The vehicles despatched from transport section for the
Aviation Accident Investigator, photographer and fuel specialist; and
2H.2.4.4
The recovery and reconstruction team with its predesignated vehicles and equipment.
2H.2.5
In the event the accident area cannot be located on a map or
otherwise pinpointed, Mission Air Operations Centre is to initiate telephone
communications with military, police and civilian agencies in the general area of the
accident and furnish them with known information so that they may assist in SAR
operations. Once the aircraft has been located by military, police or civilian agencies,
all information is to be forwarded to Mission Air Operations Centre.
142

Appendix 3 to Annex H NOTIFICATION OF AIRCRAFT

ACCIDENT TO KEY PERSONNEL
3H.1
During duty and off duty hours, Mission Air Operations Centre
will notify the following personnel when an aircraft accident occurs:
3H.1.1
Head of Mission
3H.1.2
Force Commander
3H.1.3
DOA/CAO
3H.1.4
Mission Aviation Safety Officer (who will inform the Chief,
UNHQ Aviation Safety Unit)
3H.1.5
OiC Mission Air Operations Centre
3H.1.6
Civilian air Operator Manager or Military Commander of the
aircraft and/or aircrew involved in the accident
3H.1.7
Senior Medical Officer
3H.1.8
Senior Air Traffic Control Officer
3H.1.9
Senior Engineering Officer
3H.1.10
Base Fire Officer
3H.1.11
Senior CIVPOL/Military Police Officer (if applicable)
3H.1.12
Situation Centre UNHQ, using established procedure, and
3H.1.13
Others, as required.
3H.2
A list of all key personnel with office and residence telephone
numbers must be prepared and be ready for use at the Mission operations Centre.
Home addresses should also be included.
143

Appendix 4 to annex H DUTIES OF KEY PERSONNEL WHEN

INFORMED OF AN AIRCRAFT ACCIDENT
4H.1
Upon notification of an accident, key personnel are required to
carry out their responsibilities as follows:
4H.1.1
CAO
4H.1.1.1
executed; and
Ensure that ERP has been activated and properly
4H.1.1.2
are underway.
Obtain a situation briefing and ensure SAR efforts
4H.1.2
Officer-in-Charge Mission Air Operations Centre
4H.1.2.1
Upon notification of an accident, proceed to the
Mission Air Operations Centre; and
4H.1.2.2
Ensure all key personnel are informed;
4H.1.2.3
Ensure that a log is maintained of all occurrences;
4H.1.2.4
Establish a control centre at Mission Air Operations
Centre for the purpose of executing the ERP; and
4H.1.2.5
4H.1.3
Assist the CAO in all aspects.
Mission Aviation Safety Officer
4H.1.3.1
Prepare and transmit the Preliminary Aircraft
Occurrence Report in accordance with the established procedures;
4H.1.3.2
Monitor and assist the overall investigation of the
accident and submission of required reports;
4H.1.3.3
Maintain supplies and equipment required for the
Accident Investigation;
4H.1.3.4
In liaison with Senior Engineering Officer ensure that
LOX, oil, fuel and hydraulic samples are obtained as soon as possible
following an accident. Samples must be taken from both the source and
the accident aircraft;
4H.1.3.5
Co-ordinate with the Aircraft Accident Investigator to
terminate crash site guard as soon as practicable;
4H.1.3.6
Ensure
that wreckage diagram is drawn. Debris

144

and ground scars are to be measured and photographed from a

prominent feature (reference point) with direction and parts identified.
This requirement is essential when the aircraft parts must be removed;
4H.1.3.7
Ensure that the PAP is up-to-date; and
4H.1.3.8
Impound all relevant documents.
4H.1.4
Senior Engineering Officer (SEO).
4H.1.4.1
Ensure that all engineering records associated with
the accident aircraft are immediately impounded and delivered to the
Mission Aviation Safety Officer;
4H.1.4.2
Obtain and store in proper containers, LOX, fuel, oil,
hydraulic, oxygen samples from the accident aircraft and servicing
equipment for the accident investigation;
4H.1.4.3
Provide armament personnel as required;
4H.1.4.4
Provide personnel, equipment and facilities for
aircraft recovery and reconstruction as requested by the Aircraft Accident
Investigator. Tag and identify aircraft parts, if necessary;
4H.1.4.5
Ensure that proper recovery and salvage equipment
are available and serviceable;
4H.1.4.6
Provide personnel to assist in the accident
investigation as required;
4H.1.4.7
4H.1.5
Provision of a photographer.
Chief Aviation Officer (CAVO)
4H.1.5.1
Ensure that all flight and maintenance records of the
involved aircraft are collected and delivered, un-tampered with, to the
Mission Aviation Safety Officer at Mission Air Operations Centre;
4H.1.5.2
Assist the CAO in collecting information concerning
the accident and aircrew and be available to assist in casualty
notification; and
4H.1.5.3
Collect and provide to the Mission Aviation Safety
Officer all records (initial and amendments, if any) related to the tasking
of the flight concerned, including passenger and cargo manifests.
4H.1.6
Senior Air Traffic Control Officer (SATCO).
4H.1.6.1
Report to Mission Air Operations Centre

145

immediately;
4H.1.6.2
Make assessment of the situation and recommend to
CAO for approval on the following as required:
4H.1.6.2.1
Closure of airfield;
4H.1.6.2.2
Diversion of other aircraft; and
4H.1.6.2.3
emergency.
4H.1.6.2.4
4H.1.7
Clearing runway in case of another

Liaison with other airfields for diversions.
Senior Medical Officer (SMO).
4H.1.7.1
Ensure availability of qualified personnel and
ambulance and equipment on a 24-hour basis;
4H.1.7.2
Ensure that ambulances are properly equipped to
include current crash grid maps. Equipment should include two-way
radio, crash splint unit, crash tools, fire extinguisher, crash remains
pouches and body bags, sufficient medical supplies required to treat
casualties, oxygen therapy equipment and blankets;
4H.1.7.3
Ensure that crash ambulances with appropriate
personnel respond either directly to the accident scene or, when off-base
convoy is necessary, to the convoy assembly point at base operations;
4H.1.7.4
Ensure that additional ambulances and personnel
are dispatched to the accident site when required;
4H.1.7.5
required;
Provide medical treatment for crash victims as
4H.1.7.6
Ensure that all crewmembers are removed to the
hospital regardless of degree of injury and obtain blood, urine, and other
physiological samples;
4H.1.7.7
Provide a medical officer to accompany the initial
response ambulance to the accident site;
4H.1.7.8
Release medical records to the Aircraft Accident
Investigator and later to the Chairman of the BOI on personnel involved
in the accident, if requested; and
4H.1.7.9
Investigator.
Provide a medical report to the Aircraft Accident
146

4H.1.8
Senior Logistics Officer
4H.1.8.1
Ensure the Transport Officer is informed and make
the necessary vehicle arrangements. The type of vehicles requested will
depend upon the location of the accident site. Additionally, furnish
transportation as needed by the Aircraft Accident Investigator; and
4H.1.8.2
Ensure that fuel-servicing record associated with the
accident aircraft's last servicing is impounded.
4H.1.9
Marshall
Senior CIVPOL Officer/Military Police Officer/Provost
4H.1.9.1
Ensure that adequate guards are available to proceed
to the scene of the aircraft accident. Guard requirements should be coordinated with the OSC or the Aircraft Accident Investigator;
4H.1.9.2
Ensure that guards are thoroughly instructed on the
importance of securing the wreckage and preventing tampering,
maintaining proper relations with the press and public and ensuring
public safety. Any enquiry for information and photographs must be
referred to the Public Information Officer; and
4H.1.9.3
crash convoy.
If the accident site is off-base, provide escort for the
147

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UNITED NATIONS

Aviation Safety Manual

Roles and Responsibilities

February 2003. The United Nations

Aviation Safety Manual

Office(r) of Primary Responsibility

Aviation Safety Manual

Aviation Safety Manual

Aviation Safety Manual

UNITED NATIONS AVIATION SAFETY POLICY

Aviation Safety Manual

Aviation Safety Manual

Aviation Safety Manual

PRINCIPLES OF AVIATION SAFETY MANAGEMENT............................. 1

Concept of Aviation Safety Management ...........................1

Aviation Safety Manual

STAFFING AND TERMS OF REFERENCE .......................................... 11

MISSION AVIATION SAFETY ASSISTANCE VISITS AND SURVEYS ..... 33

United Nations Headquarters Aviation Safety Unit (UNHQASU) ..............................................................................18

MISSION AVIATION SAFETY COUNCIL.............................................. 29

Staffing of Appointments ................................................11

AVIATION SAFETY ORGANIZATION RESPONSIBILITIES .................... 18

ACCIDENT PREVENTION PROGRAMME................................................. 36

MISSION ACCIDENT PREVENTION PROGRAMME ............................. 36

RISK ASSESSMENT .......................................................................... 39

Aviation Safety Manual

OTHER CORE ACTIVITIES ................................................................ 45

PRELIMINARY AIRCRAFT OCCURRENCE REPORT ............................ 50

AVIATION OBSERVED HAZARD REPORT .......................................... 56

AIRCRAFT INSPECTION REPORT LONG TERM CHARTER ................. 58

Aviation Safety Manual

AIR OPERATORS PERFORMANCE EVALUATION............................... 67

FREIGHT FORWARDING COMPLIANCE REPORT ............................... 95

LOA MILITARY AIRCRAFT PERFORMANCE EVALUATION .................. 94

LOA MILITARY AIRCRAFT INSPECTION............................................. 92

CARRIERS ASSESSMENT REPORT ................................................... 78

Timing of Report ............................................................58

INVESTIGATIONS AND BOARDS OF INQUIRY ........................................ 97

INVESTIGATION OF AIRCRAFT ACCIDENTS...................................... 97

Aviation Safety Manual

EMERGENCY RESPONSE PLAN ........................................................... 108

TRAINING ..................................................................................... 114

Aviation Safety Manual

Personnel Posts ................................................................................123

AVIATION SAFETY SUPPORT PLAN ........................ 125

EXAMPLE OF MISSION ACCIDENT PREVENTION PROGRAMME .... 129

OMISSIS ....................................................................................... 130

Annex F MISSION ASSISTANCE TO THE AVIATION SAFETY TECHNICAL

EXAMPLE OF EMERGENCY RESPONSE PLAN ............................... 134

Appendix 1 to Annex H ON-BASE AIRCRAFT ACCIDENT RESPONSE

Aviation Safety Manual

Appendix 3 to Annex H NOTIFICATION OF AIRCRAFT ACCIDENT TO KEY

See Aircraft Accident.

The relation between accident and the exposure to risk

An accident rate related to a specific period of time,

For the purpose of Aviation Safety, aircraft are classified

Aeroplane. A powered fixed-wing aircraft.

Helicopter. A powered rotating-wing aircraft.

Except where the injuries are from natural causes, self

Aviation Safety Manual

Direct exposure to jet blast.

The aircraft is missing or is completely inaccessible.

Actions, omissions, events, conditions or a combination

See Phase of Flight.