Aiesl Sms Manual Issue II Rev 0

AIESL/SMSM/001
SAFETY MANAGEMENT SYSTEM MANUAL
APPROVED BY
DGCA GOVERNMENT
OF INDIA
ISSUE-2, SEPT, 2017
AIR INDIA ENGINEERING SERVICES LIMITED

(Head Quarters)
Air India Complex, Second
Floor, Safdarjung,
New Delhi –
110003, Delhi, India
Ph No. 01124600712
Email: [email protected]
AIESL/SMSM/001

Chief Executive Officer,
Air India Engineering Services Limited

This document is prepared in compliance with the Requirements laid down
in DGCA Civil Aviation Requirement, Section-1, Series C, Part-I, Issue II,
dated 07th July 2017 & CAR-145, Issue 02, Revision 3, dated 14th June
2017.
Reference Documents:
1. CAR Sec1 Series C Part1
2. CAR 145
3. ICAO Doc 9859 AN/474 Third Edition-2013
4. ICAO Annexure 19
ISSUE 2, REV. 0, 01 SEPT 2017

INTENTIONALY LEFT BLANK
CHAPTER – 1
DOCUMENT CONTROL
AIESL/SMSM/001
SAFETY MANAGEMENT SYSTEM
MANUAL SECTION 1
DOCUMENT CONTROL Issue-2 Rev-0 01SEPT2017
1.1 RECORD OF AMENDMENTS
SR NO ISSUE DATE & REV NO INCORPORATION DATE INCORPORATED BY SIGN STAMP

1 Issue- 1 Rev- 0
2 Issue- 2 Rev- 0
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MANUAL SECTION 1
1.2 SMSM DISTRIBUTION LIST

Copy No. Controlled Copy Holders Format
1 Master Copy with the Chief of Quality & Safety Hard Copy
2 Director of Airworthiness, DGCA Hqtr, New Delhi Hard Copy
3 DDG, Northern Region, Delhi Soft Copy
4 CEO, AIESL/ Accountable Manager Soft Copy
5 Head of Corporate SMS Soft Copy
6 Sr. Safety Manager Soft Copy
7 Safety Manager Soft Copy
8 Quality Managers Soft Copy
9 Dy. Quality Managers Soft Copy
10 Safety Engineer Soft Copy
11 Production Manager (Chief Maintenance Manager) Soft Copy
12 QMS Section Soft Copy
13 DMS Section Soft Copy
14 Technical Library Soft Copy
This manual shall be distributed in soft format to all the Safety Engineer of different maintenance
activity center.
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AIESL/SMSM/001
MANUAL SECTION 1
1.3TABLE OF CONTENTS
SECTION Description Page No
SECTION 1 – DOCUMENT CONTROL
1.1 Records of Amendments 1-1
1.2 SMSM distribution list 1-2
1.3 Table of Contents 1-3 to 1-4
1.4 List of Effective Pages 1-5
1.5 Document Control 1-6 to 1-7
SECTION 2 – SMS REGULATORY REQUIREMENTS
2.1 Foreword 2-1
2.2 Corporate Commitment 2-2
SECTION 3 – SCOPE AND INTEGRATION OF THE SAFETY MANAGEMENT
SYSTEM
3.1 Acronyms And Abbreviations 3-1
3.2 Definitions 3-2 to 3-6
3.3 Concept of Safety 3-7
3.4 The Components And Elements Of SMS 3-7 to 3-8
3.5 Description Of AIESL’s Safety Management System 3-8
3.6 The Need For Safety Management 3-8 to 3-10
3.7 Scope And Integration Of The Safety Management System 3-10
SECTION 4 – SAFETY POLICY
4.1 Air India Engineering Services Limited Safety Policy 4-1
4.2 Corporate Safety Policy 4-2 to 4-3
4.3 Corporate Quality policy 4-4
4.4 Corporate Environment Policy 4-5
4.5 Corporate Security Policy 4-6 to 4-7
4.6 Corporate Social Responsibility 4-8
SECTION 5 – SAFETY OBJECTIVES
5.1 Safety Objectives 5-1 to 5-2
SECTION 6 – ROLE, SAFETY ACCOUNTABILITY AND RESPONSIBILITY OF
PERSONNEL INVOLVED IN SMS
Role, Safety Accountability & Responsibility Of Personnel Involved In
6.1 6-1
SMS
6.1.1 Accountable Executive 6-1
6.1.2 Accountable Manager 6-1
6.1.3 Chief of Quality & Safety 6-1
6.1.4 Senior Safety Manager 6-2
6.1.5 Safety Manager 6-2 to 6-3
6.1.6 Safety Engineer 6-3 to 6-4
6.1.7 Production Manager / Chief Maintenance Manager 6-4
6.2 Safety Action Group (SAG) 6-4 to 6-5
6.2.1 Corporate Safety Action Group meeting 6-5
6.3 Safety Review Board (SRB)/ Quality Review Meeting (QRM) 6-6
6.3.1 Corporate Safety Review Board 6-6
AIESL Safety Management System (SMS) Division Organization
6.4 6-7 to 6-8
Structure Chart
6.4.1 The Safety Team 6-8
SECTION 7 – SAFETY REPORTING AND REMEDIAL ACTIONS
7.1 Hazard Identification & Reporting System 7-1
7.1.1 Voluntary Report 7-1 to 7-2
7.1.2 Confidential Report 7-2
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MANUAL SECTION 1
7.1.3 Online Reporting 7-2

7.2 Hazard Identification And Reporting System Flow Process 7-3
SECTION 8– HAZARD IDENTIFICATION AND RISK ASSESSMENT
8.1 Safety Risk Management 8-1
8.2 Hazard Identification Process 8-1 to 8-2
8.2.1 Sources Of Hazard Data 8-2
8.3 Safety Risk Assessment And Mitigation Program 8-2 to 8-3
8.3.1 Risk Assessment 8-3 to 8-7
8.3.2 Mitigation Of Risk 8-7 to 8-8
8.3.3 Risk Management Flow Process 8-9
8.4 Gap Analysis 8-9 to 8-10
SECTION 9– SAFETY PERFORMANCE MONITORING AND MEASUREMENT
9.1 Safety Assurance 9-1
9.2 Safety Performance Monitoring And Measurement 9-1 to 9-3
SECTION 10– SAFETY-RELATED INVESTIGATIONS AND REMEDIAL ACTIONS
10.1 Investigation of occurrences 10-1
10.1.1 Data Analysis 10-1
10.1.2 Risk Analysis 10-1
10.2 Investigation Process 10-1
10.2.1 Prevention Of Errors 10-1 to 10-2
10.2.3 Rectification Of Maintenance Errors 10-2
SECTION 11– SAFETY TRAINING AND COMMUNICATION
11.1 Safety Promotion 11-1
11.2 Safety Training 11-1 to 11-2
11.3 Safety Communication 11-2 to 11-3
11.4 Control Of Contracted Activities 11-3
11.5 Phase-Wise Implementation Of SMS 11-3
11.6 Just Culture 11-3 to 11-4
SECTION 12– CONTINUOUS IMPROVEMENT AND SMS AUDIT
12.1 Continuous Improvement Of SMS 12-1
12.2 Safety Audit 12-1 to 12-2
12.2.1 Spot Check 12-2
SECTION 13– SMS RECORDS MANAGEMENT
13.1 SMS Records Management 13-1
13.1.1 Safety Data Collection and Processing System (SDCPS) 13-1
13.1.2 Principles of Protection 13-1
13.1.3 Principles of Exception 13-1
13.1.4 Public Disclosure 13-2
13.2 Collecting And Storing Of Safety Data 13-2 to 13-3
SECTION 14– MANAGEMENT OF CHANGE
14.1 Management Of Change 14-1
14.1.1 The Process For Management Of Change 14-1
14.2 Interface Management 14-2
SECTION 15– EMERGENCY/ CONTINGENCY RESPONSE PLAN
15.1 Emergency / Contingency Response Plan (ERP) 15-1 to 15-2
SECTION 16– APPENDICES
Appendix A Accident/ Incident/ Occurrence Report Form 16-1
Appendix B VR Form / HIR Form 16-2
Appendix C Confidential Reporting Form 16-3
Appendix D Action Taken Report 16-4
Appendix E Voluntary Report/ Hazard Identification Report Log (Sample) 16-5
Appendix F Safety Guide 16-6 to 16-12
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AIESL/SMSM/001
MANUAL SECTION 1
1.4LIST OF EFFECTIVE PAGES
INNER PAGE SECTION 6 SECTION 12

DGCA APPROVAL LETTER 6-1 01SEPT2017 0 12-1 01SEPT2017 0
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Prepared By: SHREY GUPTA Checked By: AJAY Kr. SONI

Approved By: DGCA,INDIA
Safety Manager, AIESL Chief of Quality & Safety, AIESL
Signature Signature Signature
Date: Date: Date:
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AIESL/SMSM/001
MANUAL SECTION 1
1.5 DOCUMENT CONTROL

Introduction/ Policy:
Safety Management System documents are controlled so as to ensure that every one responsible for
the safety management is working according to the same set of procedures and guidelines.
Purpose:
To define the methods and responsibilities for controlling the Safety Management System Manual and
other documents used to provide work direction or set policy; to define methods for document
revision, approval and distribution; and to readily available to all personnel.
Scope:
This procedure applies to the Safety Management System Manual and other SMS documents such as
Occurrence Reporting Form, Proactive Audit / Survey Check Lists, Reporting Forms, Voluntary
Reporting Form etc.
Responsibilities:
The Chief of Quality & Safety is responsible for controlling the Safety Management System Manual,
all procedures and instructions related to the SMS and all external documents required by the
Company’s SMS.
The Chief of Quality & Safety/ Safety Managers and Safety Engineer are responsible for the
availability of relevant versions of documents at the points of use and that they are legible, current and
up to date. They are also responsible to prepare and update forms used in their area in a timely manner.
Procedure for control of the Safety Management System Manual:
In accordance with DGCA requirements spelt out in Aircraft Rule 29D, the Safety Management
System Manual shall be prepared in a form and manner specified by the DGCA and submitted to the
DGCA for approval.
The contents of this manual are in consonance with Civil Aviation Requirement Section 1, Series C,
Part I.
The Safety Management System Manual is controlled as under:
1. Is identified by a document number with date of Issue /Revision.
2. The manual pages are of A4 size and loose-leaf type so as to facilitate revisions.
3. The manual cover page, at the beginning of the manual, specifies:
 The name “AIR INDIA ENGINEERING SERVICES LIMITED”, the official name as printed on
CAR 145 Approval and Non-scheduled Operating Permit.
 The address, telephone, and e-mail address of the Company.
 The Copy Number from the Distribution List.
 The DGCA Approval reference of the Safety Management System Manual.
4. Each page carries a header block which identifies:
 the name of the organization (official name as mentioned in CAR 145 Approval Certificate / Non-
scheduled Operators Permit)
 name of the document – Safety Management System Manual
 the Issue number of the Safety Management System Manual
 the amendment / revision number of the Safety Management System Manual
 the date of revision / amendment / issue of the Safety Management System Manual
 the section of the Safety Management System Manual
 the page numbers.
Procedure for issue of the Safety Management System Manual:
The manual is prepared by Chief of Quality & Safety and inputs from key safety personnel i.e. Safety
Managers, Dy. Safety Managers, Safety Engineer, Chief Maintenance Managers and the Accountable
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AIESL/SMSM/001
MANUAL SECTION 1
Manager.
The manual is submitted under a covering letter to the DGCA for approval as stipulated. Once,
approved, the approval reference number is printed on the front page and copy of the approval letter is
kept inside right on top of the manual.
Policy on Revision of the Safety Management System Manual:
The manual is reviewed every year by the Chief of Quality & Safety with respect to the following:
1. Changes in National (DGCA) and International (ICAO) regulations on SMS.
2. Changes in the maintenance, operation scope, aircraft, equipment or practices of the organization and
the management of change.
Procedure for revision of the Manual:
1. The revision shall be prepared in duplicate and submitted to the DGCA.
2. The revised text shall be identified by a vertical line on the right hand side.
3. Any text deleted will be identified with the word ‘DELETED’.
4. Once approved, the hard copy (MASTER COPY) will be inserted with the revised pages and the
following steps undertaken:
Revised pages with revision hi-lights will be sent to those issued with Hard Copy (Paper copy) of the
Manual and uploaded in the server.
Procedure for control of Forms / Process / Procedures:
1. Eachform/process/procedureisidentifiedwithauniquenumberwithIssuenumberanddate.
2. The Master Copy of the above is maintained at the Chief of Quality & Safety Office.
3. When a revision is issued, it will be identified by adding the Revision Number and date after the Issue
number.
4. In case of a total re-issue, then it will be identified with the new Issue Number and date.
Master List of Controlled Documents:

The SMS Office will circulate a Master List of all SMS documents to all holders of the documents
electronically through server.
The holders are responsible to download, print the same and cross check their documents against the
Master List and correct any deficiency.
1.5.1 AMENDMENT AND REVISION PROCESS:
a) The SMSM is a controlled document. Contents of this manual are reviewed yearly or when
necessary, to ensure their continued suitability, adequacy and effectiveness.
b) The Chief of Quality & Safety (SMS Manager) is responsible for the issue, administration and
the amendment of the Safety management System Manual.
c) The SMS Manual is DGCA accepted manual. All amendments or revisions shall be
submitted to DGCA for acceptance. Thereafter, such amendments or revisions shall be issued
to an authorized holder.
d) When there are extensive changes to the contents, a complete re-issue of a new edition of the
manual will be published. Minor changes will be incorporated through an amendment of the
affected pages that will be identified via a vertical bar along the margin and a revision
number. All requests for amendment to the manual must be directed to the Chief of Quality
& Safety for review.
e) All amendments shall be in the form of printed, replacement pages for the paper copy, or
transmitted electronically for the electronic version. Holders of electronic versions will be
issued an entire replacement copy.
f) Handwritten amendments and revisions are not permitted.
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CHAPTER – 2
SMS REGULATORY REQUIREMENTS

AIESL/SMSM/001
MANUAL SECTION 2
SMS REGULATORY REQUIREMENTS Issue-2 Rev-0 01SEPT2017
2.1 FOREWORD
This Safety Management System Manual is in compliance with ICAO annexure 19, ICAO SARP’s
doc 9859 and CAR Section 1 Series C Part 1, which is issued in accordance with rule 29D and rule
133A of the aircraft rules 1937. This manual is a controlled document and is applicable on AIESL as a
maintenance organization approved under rule 133B by DGCA, and applicable to all the divisions and
sections of AIESL, the contents of this manual shall not be deemed to supersede any instruction
contained in the following documents:
DGCA CAR Section 1 Series C Part 1- Establishment of a Safety Management System (SMS), CAR -
145, MOE of Air India Engineering Services Limited.
This manual will align with approved corporate SMS manual of Air India and AIESL SMS office will
provide all the safety hazards, SMS data base, SPI to corporate SMS office as per the corporate SMS
manual requirement and will also participate in the combined corporate activities conducted by
corporate SMS office.
This Manual contains the Safety Policy & Objectives, Safety Scope, Safety Risk Assessment&
Management, Safety Assurance, Performance Monitoring & Measurement, Safety Promotion, General
Safety Procedures, Emergency Response Guidelines.
This Manual also contains Training Program, Refresher Training, and Safety Audits &Safety Forms.
This Manual is in conformity with the Regulation of the above DGCA CAR & ICAO Document 9859.
This manual provides procedures and responsibilities regarding the functioning of the SMS. It
provides a framework for identifying and analyzing safety risk, to appropriately mitigate and manage
it, as AIESL continues to maintain and improve safety standards. The manual focuses on clarifying
safety management processes, and it is important that all concerned personnel adhere to laid down
procedures for success of the system.
India has one of the safest aviation records and Air India Engineering Services Limited is a major
contributor in the field, having the first and largest maintenance facility in the base maintenance of
aircraft and engines available in the country. AIESL has contributed to raising the bar of safety of the
airline and Indian aviation.
At AIESL, the highest priority is given to maintaining safety. Implementation of the Safety
Management System SMS is a step ahead in the same direction for a systematic approach to manage
the safety risk of providing maintenance services to the airlines. Each and every activity performed
daily is a process, and AIESL has laid down procedures through its various manuals for achievement
of a supreme safety level. AIESL also coordinate and support the corporate SMS for establishing
safety standards at corporate level as strategic business unit (SBU) and subsidiaries.
In the recent years our knowledge of how accidents and incidents occur has improved. More emphasis
is now placed on causal factors involved and the factors that contribute to errors being made.
Organizational factors include how an organization operates, how it sets its procedures, how it trains
its staff and what level of importance it gives to safety issues identified within the organization.
AIESL also aim in the implementation of just culture in the organization. It is imperative that all
employees follow the policies laid down in the Safety Management System Manual and continuously
work towards improvement of safety, at all levels.
A SMS provides a systematic way to identify hazards and control risks while maintaining assurance
that these risk controls are effective. As with all management systems, a safety management system
provides for target setting, planning, and measuring performance. A safety management system is the
‘nerve center’ of an organization. It becomes part of the culture, the way people do their jobs.
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MANUAL SECTION 2
SMS REGULATORY REQUIREMENTS Issue-2 Rev-0 01SEPT2017
2.2 CORPORATE COMMITMENT
This Maintenance Organization Exposition and any associated referenced manuals define the
organization and procedures upon which DGCA CAR-145 approval is based as required by CAR-
145. A.70. These procedures are approved by the undersigned and should be complied with, as
applicable when work orders are being progressed under terms of CAR-145 approval.
It is accepted that these procedures do not override the necessity of complying with any new or
amended regulation published by DGCA from time to time where these new or amended regulations
are in conflict with these procedures.
It is understood that DGCA will approve this organization whilst DGCA is satisfied that the
procedures are being followed and work standards maintained. It is further understood that DGCA
reserves the right to suspend, limit or revoke the approval of the organization if DGCA has evidence
that procedures are not followed and that standards not upheld.
Signed:
Dated:
H R JAGANNATH
Chief Executive Officer
(Accountable Manager)
For and on behalf of
Air India Engineering Services Limited
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CHAPTER – 3
SCOPE AND INTEGRATION OF THE

AIESL/SMSM/001
MANUAL SECTION 3
Issue-2 Rev-0 01SEPT2017
3.1 ACRONYMS AND ABBREVIATIONS
AIDREP Accident/Incident data reporting

AIESL Air India Engineering Services Limited
ALARP As low as reasonably practicable
ALoS Acceptable level of safety
AMO Approved maintenance organization
CAA Civil aviation authority
CEO Chief executive officer
CIP Commercially important person
Cir Circular
CMC Crisis management Centre
Doc Document
DCR Document Change Request
DMS Data Management System
ERP Emergency response plan
FAA Federal Aviation Administration
FHA Functional Hazard Analysis
FOD Foreign object (debris) damage
FTA Fault Tree Analysis
ft Feet
ICAO International Civil Aviation Organization
ISO International Organization for Standardization
MEL Minimum Equipment List
MOE Maintenance Organization Exposition
MRM Maintenance Resource Management
NM Nautical Mile(s)
OJT On-the-job Training
PC Personal Computer
QA Quality Assurance
QMS Quality Management System
QRM Quality Review Meeting
SA Safety Assurance
SAG Safety Action Group
SARPs Standards and Recommended Practices (ICAO)
SDCPS Safety data collection and processing systems
SHEL Software/Hardware/Environment/Live ware
SMM Safety Management Manual
SMS Safety Management System(s)
SMSM Safety Management Systems Manual
SOPs Standard Operating Procedures
SOAP Safety Oversight Audit Programme
SRB Safety Review Board
SRM Safety Risk Management
SSP State Safety Programme
TRM Team Resource Management
WSM Work Station Manual
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MANUAL SECTION 3
3.2 DEFINITIONS
For the purposes of this document:
Acceptable level of safety performance (ALoSP) as per ICAO - The minimum level of safety
performance of civil aviation in a State, as defined in its State safety programme, or of a service
provider, as defined in its safety management system, expressed in terms of safety performance targets
and safety performance indicators.
Acceptable level of safety (ALoS) as per DGCA is the minimum degree of safety that must be assured
by a system in actual practice;
Accident: An occurrence associated with the operation of an aircraft which:-
i. in the case of a manned aircraft, takes place between the time any person boards the aircraft
with the intention of flight until such time as all such persons have disembarked; or
ii. in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move
with the purpose of flight until such time as it comes to rest at the end of the flight and the primary
propulsion system is shut down, in which–
a. a person is fatally or seriously injured as a result of
i. being in the aircraft, or
ii. direct contact with any part of the aircraft, including parts which have become detached from the
aircraft, or
iii. direct exposure to jet blast,
Except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when
the injuries are to stowaways hiding outside the areas normally available to the passengers and crew;
or
b. the aircraft sustains damage or structural failure which–
i. adversely affects the structural strength, performance or flight characteristics of the aircraft, and
ii. would normally require major repair or replacement of the affected component, Except for failure
of engine or damage, when the damage is limited to a single engine, (including its cowlings or
accessories), to propellers, wing tips, antennas, probe, vanes, tires, brakes, wheels, fairings, panels,
landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor
damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird
strike. (including holes in the radome);or
c. The aircraft is missing or is completely in accessible.
Accountable Executive - A single, identifiable person having responsibility for the effective and
efficient performance of the State‘s SSP or of the service provider‘s SMS.
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MANUAL SECTION 3
Change management - A formal process to manage changes within an organization in a systematic

manner, so that changes which may impact identified hazards and risk mitigation strategies are
accounted for, before the implementation of such changes.
Consequence - A consequence is defined as the potential outcome (or outcomes) of a hazard.
Defenses - Specific mitigating actions, preventive controls or recovery measures put in place to
prevent the realization of a hazard or its escalation into an undesirable consequence.
Errors - An action or inaction by an operational person that leads to deviations from organizational or
the operational person‘s intentions or expectations.
Gap analysis –A gap analysis is basically an analysis of the safety arrangements already existing
within the organization as compared to those necessary for the SMS to function.
Hazard is any situation or condition that has the potential to cause damage or injury.
High consequence indicators - Safety performance indicators pertaining to the monitoring and
measurement of high-consequence occurrences, such as accidents or serious incidents. High-
consequence indicators are sometimes referred to as reactive indicators.
Inappropriate use: use of safety information for purposes different from the purposes for which it
was collected, namely, use of the information for disciplinary, civil, administrative and criminal
proceedings against operational personnel, and/or disclosure of the information to the public. (ICAO
Annex13/19)
Incident: An occurrence, other than an accident, associated with the operation of an aircraft which
affects or could affect the safety of operation.
Industry codes of practice: Guidance material developed by an industry body, for a particular sector
of the aviation industry to comply with the requirements of the International Civil Aviation
Organization’s Standards and Recommended Practices, other aviation safety requirements and the best
practices deemed appropriate.
Just Culture: It is a culture in which personnel are not punished for actions, omissions or decisions
taken by them which are commensurate with their experience and training, but where gross
negligence, willful violations and destructive acts are not tolerated.
Lower consequence indicators - Safety performance indicators pertaining to the monitoring and
measurement of lower-consequence occurrences, events or activities such as incidents, non-
conformance findings or deviations. Lower-consequence indicators are sometimes referred to as
proactive/predictive indicators.
Mitigation - measures or controls put in place to either eradicate the hazard, or to reduce the severity
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MANUAL SECTION 3
or likelihood of the assessed risks.

Operational personnel: Personnel involved in aviation activities who are in a position to report safety
information.
Note.— Such personnel include, but are not limited to: flight crews; air traffic controllers; aeronautical
station operators; maintenance technicians; personnel of aircraft design and manufacturing
organizations; cabin crews; flight dispatchers, apron personnel and ground handling personnel.
Predictive approach is a proactive approach based upon the possibility of a safety risk that could
occur; a real-time measure to identify potential future hazards and associated risks.
Proactive approach is a safety management process aimed at identifying hazards before they
precipitate an occurrence.
Reactive approach is preventive action taken after events that affect safety occur and usually as a
result of accident incident cause analysis.
Risks are the potential adverse consequences of a hazard, and are assessed in terms of their severity
and likelihood.
Risk mitigation - The process of incorporating defenses or preventive controls to lower the severity
and/or likelihood of a hazard‘s projected consequence.
Safety: The state, in which risks associated with aviation activities, related to, or in direct support of
the operation of aircraft, are reduced and controlled to an acceptable level.
Safety data: A defined set of facts or set of safety values collected from various aviation-related
sources, which is used to maintain or improve safety.
Note. — Such safety data is collected from proactive or reactive safety-related activities, including but
not limited to:
a) Accident or incident investigations;
b) Safety reporting;
c) Continuing airworthiness reporting;
d) Operational performance monitoring;
e) Inspections, audits, surveys; or
f) Safety studies and reviews
Safety Information: Information contained in Safety Data Collection and Processing System
(SDCPS) established for the sole purpose of improving aviation safety, and qualified for protection
under specified conditions.
Safety management system as per ICAO - A systematic approach to managing safety, including the
necessary organizational structures, accountabilities, policies and procedures.
“Safety Management System” as per DGCA is a management tool for the management of safety by
an organization, reflecting an organized and orderly approach.
Safety oversight: A function performed by a State to ensure that individuals and organizations
performing an aviation activity comply with safety-related national laws and regulations.
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Safety performance - A State‘s or service provider´s safety achievement as defined by its safety
performance targets and safety performance indicators.
Safety performance indicator - A data-based safety parameter used for monitoring and assessing
safety performance.
Safety risk - The predicted probability and severity of the consequences or outcomes of a hazard.
State safety programme - An integrated set of regulations and activities aimed at improving safety.
Safety indicators -―the parameters that characterize and/or typify the level of safety of a system.
Safety performance indicator is a measure (or metric) used to express the safety performance in a
system.
Safety targets -―the concrete objectives of the level of safety.
Safety performance target: comprises one or more safety performance indicators, together with
desired outcomes expressed in terms of those indicators. (ICAO Doc.9859 Safety Management
Manual describes safety performance indicators and safety performance targets within the concept of
an "acceptable level of safety".)
Safety Measurement: is generally associated with the SSP and refers to the―quantification of the
outcomes of selected high-level, high consequence events, such as accident and serious incident
continuous process. It is considered a ―spot check conducted at periodic intervals.
Safety Performance Measurement: is generally associated with an SMS and refers to the -
quantification of the outcomes of selected low level, low consequence processes‖ such as the number
of unauthorized ground vehicle events on taxiways per a specific number of airport operations. Safety
performance measurement is tactical in nature and is a ―non-stop activity, involving continuous
monitoring and measurement.
“Service provider” refers to any organization providing aviation services. The term includes
approved training organizations that are exposed to operational safety risks during the provision of
their services, aircraft operators, and approved maintenance organizations, organizations responsible
for type design and/or manufacture of aircraft, air traffic service providers and certified aerodromes, as
applicable.
Safety requirements are the steps that need to be taken to achieve the safety performance targets.
They include the operational procedures, technology systems and programmes to which measures of
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reliability, availability, performance and/or accuracy can be specified.

State of Design: The state having jurisdiction over the organization responsible for the type design.
State of Manufacture: The state having jurisdiction over the organization responsible for the final
assembly of the aircraft.
Surveillance: The State activities through which the State proactively verifies through inspections and
audits that aviation license, certificate, and authorization or approval holders continue to meet the
established requirements and function at the level of competency and Safety required by the state.
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3.3 CONCEPT OF SAFETY

Safety – the state in which the possibility of harm to persons or of property damage is reduced to, and
maintained at or below, an acceptable level through a continuing process of hazard identification and
safety risk management.
Safety is increasingly viewed as the outcome of the management of certain organizational processes,
which have the objective of keeping the safety risks of the consequences of hazards in operational
contexts under organizational control.
As Safety is a variable depending on the perspective of the person/s in question, the concept of safety in
aviation will have varying impressions, such as:
a) Zero accidents or serious incidents,
b) Freedom from hazards and risks,
c) Control of unsafe acts and conditions,
d) Error avoidance, and
e) Regulatory compliance.
Though the elimination of accidents and serious incidents is the prime objective, a one hundred per cent
safety rate is not achievable. Failures and errors occur, in spite of the best efforts to avoid them. No
human activity or human-made system can be guaranteed to be absolutely safe, free from risks and
hazards. Safety is a relative statement wherein inherent risks are acceptable in an “as low as reasonably
practicable” safe system.
3.4 THE COMPONENTS AND ELEMENTS OF A SMS
There are four components of an SMS that represent the two core operational processes underlying an
SMS, as well as the organizational arrangements that are necessary to support the two core operational
processes. The four components of an SMS are:
Safety Policies and

Objectives Safety Risk Management Safety Assurance Safety Promotion
 Management  Hazard  Safety performance  Training and

commitment identification monitoring and education
&responsibilities process measurement  Safety commitment
 Appointment of  Risk assessment  The management of  Corporate Safety
key safety personnel and mitigation. change Magazine
 Safety  Continuous  Corporate Safety
accountabilities of improvement of the Week
managers SMS  Safety Posters
 Coordination of
Emergency
Response Plan
 SMS
Documentation
The two core operational activities of an SMS are safety risk management and safety assurance. Safety
risk management must be considered as an early system design activity, aimed at initial identification
of hazards in the context in which operations related to the delivery of services will take place. Safety
assurance must be considered as a continuous, ongoing activity aims that:
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a) ensuring that the initial identification of hazards and assumptions in relation to the assessment
of the consequences of safety risks, and the defenses that exist in the system as a means of control,
remain valid and applicable as the system evolves over time; and/or
b) Introducing the changes in the defenses as necessary.
Therefore, hazard identification can be considered as a one-time exercise that is conducted either
during system design or when facing significant changes to the original system. Safety assurance, on
the other hand, is a daily activity that is conducted non-stop to ensure that the operations that support
the delivery of services are properly protected against hazards. In a nutshell, hazard identification
provides the initial frame of reference against which assurance of safety is conducted on a daily
basis.
The safety policy and objectives component is composed of five elements:
a) management commitment and responsibility;
b) safety accountabilities;
c) appointment of key safety personnel;
d) coordination of emergency response planning; and
e) SMS documentation.
The safety risk management component is composed of two elements:
a) hazard identification; and
b) Risk assessment and mitigation.
The safety assurance component is composed of three elements:
a) safety performance monitoring and measurement;
b) the management of change; and
c) Continuous improvement of the SMS.
The safety promotion component is composed of two elements:
a) training and education; and
b) Safety communication.
3.5 DESCRIPTION OF AIESL’S SAFETY MANAGEMENT SYSTEM

AIESL, as a maintenance repair organization, is committed to establish a Safety Management System
that will pioneer to establish high standards of safety of personnel, property through enhanced
procedures of hazard identification.
Adherence to the following will assure a safe environment and wide safety margin below ALOS at any
point of time:
a) Identification of Safety Hazards,
b) Implementation of remedial action to establish higher standards and maintenance of safety
performance,
c) Mitigation of possible safety hazards to a level ALARP,
d) Continuous monitoring and assessment of safety performance of the organization, and
e) Seek continuous improvement in the overall performance of the SMS.
3.6 THE NEED FOR SAFETY MANAGEMENT

Traditionally, the need for safety management has been justified based on a predicted industry growth
and the potential for an increase in accidents as a consequence of such growth. While accident
reduction will always remain a priority of aviation, there are more compelling reasons than statistical
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projections underlying the transition to a safety management environment in international civil aviation
worldwide?
Aviation is arguably the safest mode of mass transportation and one of the safest socio-technical
production systems in the history of humankind. This achievement acquires particular relevance when
considering the youth of the aviation industry, which is measured in decades, as compared to other
industries whose histories span centuries. It is a tribute to the aviation safety community and its
unrelenting endeavors that in a mere century aviation has progressed, from a safety perspective, from a
fragile system to the first ultra-safe system in the history of transportation. In retrospect, thehistory of
the progress of aviation safety reliability can be divided into three distinct eras, each with
fundamentally differing attributes.
In the first era, which spans from the pioneering days of the early 1900s until approximately the late
1960s, aviation could be characterized as a fragile system from a safety reliability standpoint. Safety
breakdowns, although certainly not daily occurrences, were not infrequent. It was then only logical
that safety understanding and prevention strategies were mainly derived from accident investigation.
There was really no system to speak of; rather the industry functioned because individuals literally
took it upon themselves to move it forward. The safety focus was on individuals and the individual
management of safety risks, which in turn built upon the foundations provided by intensive training
programme.
During the second era, from the early 1970s until the mid-1990s, aviation became not only a system,
but a safe system. The frequency of safety breakdowns diminished significantly, and a more all-
encompassing understanding of safety, which went beyond individuals to look into the broader system,
was progressively developed. This naturally led to a search for safety lessons beyond those generated
by accident investigation, and thus the emphasis shifted to the investigation of incidents. This shift to a
broader perspective of safety and incident investigation was accompanied by a mass introduction of
technology and an ensuing multiple-fold increase in safety regulations.
From the mid-1990s to the present day, aviation entered its third safety reliability era, becoming an
ultra-safe system (i.e. a system that experiences less than one catastrophic safety breakdown every one
million production cycles). From a global perspective and notwithstanding regional spikes, accidents
became infrequent to the extent of becoming exceptional events, or anomalies in the system. Serious
incidents also became fewer and further apart. In concert with this reduction in occurrences, the shift
towards a broad systemic safety perspective that had started to emerge during the previous era
consolidated itself. Fundamental in this consolidation was the adoption of a business- like approach to
the management of safety, based upon the routine collection and analysis of daily operational data.
This business-like approach to safety underlies the rationale of safety management systems (SMS). In
the simplest terms, SMS is the application of business management practices to the management of
safety.
The application of business management practices to aviation safety, with its underlying routine
collection and analysis of operational data, has as its objective the development of a safety space.
Within that safety space, the organization can freely roam while delivering its services, with the
assurance that it is within a space of maximum resistance to the safety risks of the consequences of
hazards which exist in the context in which it must operate to deliver its services.
The importance of a balanced allocation of resources is to pursue protection and production goals, and
thus deny the potential for the development of the “management dilemma of the two Ps”.
Organizational decision making leading to excess allocation of resources for protection can have an
impact on the financial state of the organization and, in theory at least, could ultimately lead to
bankruptcy. It is therefore essential that boundaries be defined, boundaries that, if approached by the
organization while roaming within the safety space, provide early warning that a situation of
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MANUAL SECTION 3
unbalanced allocation of resources is developing or exists. There are two sides to the safety space, or
two boundaries: the financial boundary and the safety boundary.
The financial boundary is defined by the financial management of the organization. In order to develop
an early warning that alerts that the organization is approaching the financial boundary, financial
management does not take into consideration the worst possible outcome (bankruptcy). Financial
management practices are based upon daily collection and analysis of specific financial indicators. In
doing so, financial management not only defines the financial boundary of the safety space, but also
re-adjusts its position constantly.
Also, organizational decision making leading to excess allocation of resources for production can have
an impact on the safety performance of the organization and could ultimately lead to catastrophe. It is
therefore essential that a safety boundary be defined that provides early warning that a situation of
unbalanced allocation of resources is developing or exists, in this case regarding protection. The
“safety boundary” of the safety space should be defined by the safety management of the organization.
3.7 SCOPE AND INTEGRATION OF THE SAFETY MANAGEMENT SYSTEM

Safety management addresses all of the operational activities of the entire Facility. The scope of an
SMS encompasses most of the activities of the Facility, and certainly all operational activities that
support delivery of services and contain the potential to generate hazards. The scope of an SMS
directly includes maintenance, repair, support services, training and checking and other operational
activities. The scope of an SMS indirectly includes, as appropriate and relevant to service delivery,
other organizational activities that support operational activities, such as finance, human resources and
legal.
This manual will align with approved corporate SMS manual of Air India and AIESL SMS office will
provide all the safety hazards, SMS data base, SPI to corporate SMS office as per the corporate SMS
manual requirement and will also participate in the combined corporate activities conducted by
corporate SMS office.
AIESL SMS system will integrate with the scope of AI corporate SMS, QMS (Quality Management
System), DMS (Data Management System) for better implementation and coordination at the
corporate level.
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CHAPTER – 4
SAFETY POLICY& OTHER POLICIES

AIESL/SMSM/001
MANUAL SECTION 4
SAFETY POLICY& OTHER POLICIES Issue-2 Rev-0 01SEPT2017
4.1 AIR INDIA ENGINEERING SERVICES LIMITED

SAFETY POLICY
“Safety is one of the core business functions of Air India Engineering Services Limited (AIESL)
covering entire AIESL as CAR 145 Maintenance Organization. We are committed to developing,
implementing, maintaining and constantly improving strategies and processes to ensure that all its
aviation activities take place under a balanced allocation of organizational resources, aimed at
achieving the highest level of safety performance through a Safety Management System (SMS)
covering all the maintenance activities centers and meeting National and International Standards,
while delivering our services.
All levels of management and all employees are accountable for the delivery of this highest level of
safety performance, starting with Chief Executive Officer (CEO) and board of AIESL. The
management of this CAR 145 organization will appropriately implement and integrate the Safety
Management System (SMS) throughout the Organization to address safety of aircraft maintenance
operations.
The Safety policy will be carried forward by the management to all employees and shall be visible
throughout the Organization by means of communiqué’s, posters, website and other means of
information.
AIESL is committed to:
a) Support the Management of safety through the provision of all appropriate resources that will result in
an organization culture that fosters safe practices, encourages effective safety reporting and
communication, and actively manages safety with the same attention to results as the
attentiontotheresultsoftheothermanagementsystemsoftheorganization.
b) Enforce the management of safety as primary responsibility of all managers and employees.
c) Clearly define for all staff, managers and employees alike, their accountabilities and responsibilities
for the delivery of the organization’s safety performance of our safety management system.
d) Establish and operate hazard identification and risk management processes, including a hazard
reporting system, in order to eliminate or mitigate the safety risks of the consequences of hazards
resulting from our operations or activities to a point which is as low as reasonably practicable
(ALARP).
e) Ensure that no action will be taken against any employee who discloses a safety concern through the
hazard reporting system, unless such disclosure indicates, beyond any reasonable doubt, an illegal act,
gross negligence, or a deliberate or willful disregard of regulations or procedures.
f) Comply with and, wherever possible, exceed, legislative and regulatory requirements and standard.
g) Ensure that sufficient skilled and trained human resources are available to implement safety strategies
and processes.
h) Ensure that all staff are provided with adequate and appropriate aviation safety information and
training, are competent in safety matters, and are allocated only tasks commensurate with their skills.
i) Establish and measure our safety performance against realistic safety performance indicators and
safety performance targets.
j) Continually improve our safety performance through management processes that ensure that relevant
safety action is taken and is effective.
k) Ensure externally supplied systems and services to support our operations are delivered meeting our
safety performance standards.
l) Ensure that promotion of safety awareness & positive Safety Culture among all personnel.”
m) Ensure that all SMS elements are developed and implemented within a framework of Just Culture.
n) Ensure the effective coordination of Emergency Response Planning.
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Ref No: HQ\CMD\17\2136 August 24, 2017
4.2 CORPORATE SAFETY POLICY
Safety is one of the core business functions of Air India Limited covering all Air Operator Permit‘s,
subsidiaries and Strategic Business Unit (SBU) functions. We are committed to developing,
implementing, maintaining and constantly improving strategies and processes to ensure that all our
aviation activities take place under a balanced allocation of organizational resources, aimed at
achieving the highest level of safety performance through a Corporate Safety Management System
(SMS) covering all the AOPs, subsidiaries and Strategic Business Units (SBUs) and meeting National
and International standards, while delivering our services.
All levels of management and all employees are accountable for the delivery of this highest level of
safety performance, starting with the Chairman and Managing Director (CMD) and Managing
Committee of Air India Limited. All the Directors/ SBU Heads/ Chiefs/ Executive Directors/
Departmental Heads will appropriately implement and integrate the Safety Management System
(SMS) throughout the Organization to address safety of aircraft operations.
The Corporate Safety policy will be carried forward by all Functional Heads to all employees and
shall be visible throughout the Organization by means of communiqué‘s, posters, website and other
terms of information.
Air India Limited is committed to:
a) Support the management of safety through the provision of all appropriate resources that will
result in an organizational culture that fosters safe practices, encourages effective safety reporting
and communication, and actively manages safety with the same attention to results as the attention
to the results of the other management systems of the organization.
b) Enforce the management of safety as a primary responsibility of all managers and employees.
c) Clearly define for all staff, managers and employees alike, their accountabilities and
responsibilities for the delivery of the organization‘s safety performance and the performance of our
safety management system.
d) Establish and operate hazard identification and risk management processes, including a hazard
reporting system, in order to eliminate or mitigate the safety risks of the consequences of hazards
resulting from our operations or activities to a point which is as low as reasonably practicable
(ALARP).
e) Ensure that no action will be taken against any employee who discloses a safety concern through
the hazard reporting system, unless such disclosure indicates, beyond any reasonable doubt, an
illegal act, gross negligence, or a deliberate or willful disregard of regulations or procedures.
f) Comply with and, wherever possible, exceed, legislative and regulatory requirements and
standards.
g) Ensure that sufficient skilled and trained human resources are available to implement safety
strategies and processes.
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MANUAL SECTION 4
h) Ensure that all staff are provided with adequate and appropriate aviation safety information and
training, are competent in safety matters, and are allocated only tasks commensurate with their
skills.
i) Establish and measure our safety performance against realistic safety performance indicators
and safety performance targets.
j) Continually improve our safety performance through management processes that ensure that
relevant safety action is taken and is effective.
k) Ensure externally supplied systems and services to support our operations are delivered meeting
our safety performance standards.
l) Ensure the promotion of safety awareness among all personnel.
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Ref No: HQ\CMD\17\2137 August24, 2017
4.3 CORPORATE QUALITY POLICY
AIR INDIA LIMITED covering all AOPs, subsidiaries and Strategic Business Units are
committed to providing our customers with the highest level of product and service quality derived
from a Quality and Safety Management system whose foundation lies in a culture of safety, quality,
customer satisfaction and continuous improvement.
AIR INDIA LIMITED will ensure compliance with relevant statutory quality, safety and
environmental requirements which will be reviewed regularly. We will actively pursue improving
quality, through programmes that enable each employee to do their job “Right the First Time” and
“Every Time” thus fulfilling our customers’ expectations without compromising the safety and quality
of our operations.
Quality Performance is a commitment to excellence by each employee. It is achieved by
teamwork and a process of continuous improvement.
The objectives of the Quality Management System are:
a) To maintain an effective Quality Management System complying with international standards and
regulatory requirements.
b) To ensure compliance with relevant statutory, quality and safety requirements.
c) Providing a safe and secure operation as the first and most fundamental obligation to our customers
and employees, as well as to the communities we serve.
d) To achieve and maintain a level of quality and safety which enhances the Company's reputation with
customers. Constantly meeting customer expectations is both our collective duty and foundation of our
success.
e) To Endeavour, at all times, to maximize customer satisfaction.
f) To implement innovative methods of management taking advantage of best practices in Air
Transport.
g) To ensure the existence of necessary facilities, workplaces, equipment and supporting services as
well as work environment to satisfy operational safety, quality, security and continual improvement.
h) To commit to environmental protection and sustainable development, by use of modern technology
and optimization of our operation, by striving to reduce the negative impacts of air transport on the
environment and the society.
Every employee has an inherent responsibility for an ongoing commitment to quality and to the
promotion of a quality culture.
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4.4 CORPORATE ENVIRONMENT POLICY

AIR INDIA LIMITED, covering all its Airline Operating Permits, subsidiaries and Strategic
Business Units, as a part of its corporate social responsibilities, is committed to address all
environment issues with particular regard to preserving and protecting the environment. Air India,
through its "Environment Management System", will abide by all applicable laws and regulations
and continually improve environment management practices and exceed the requirements by
periodically reviewing our policy and improving our environmental related performance.
Air India is committed to implement Green Initiative measures through effective implementation of
programmes that:
 Reduce carbon emission, reduce noise and other pollution, reduce fuel consumption, and reduce
consumption of natural resources.
 Provide sufficient resources to meet environmental objectives by continual measuring, monitoring,

reporting and improving upon environmental performance.
 Set performance targets wherein objectives are achieved through training and the implementation of
work instructions and practices.
Air India‘s goal is to be an organization whose practices make it one of the most environmentally
sensitive company in the aviation industry through an approach that safeguards and enhances the
quality of life of its employees, customers and protects the environment.
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Ref No: HQ/CMD/17/2138 August 24, 2017
4.5 CORPORATE SECURITY POLICY
Air India Limited covering all its AOPs, SBUs and subsidiaries‟ are uncompromisingly
committed to ensure Security and to Safeguard its passengers, staff, crew, cargo/mail, customer
assets and facilities from any detriment, damage or injury as well as prevent the aircraft from
unlawful seizure, hijacking, etc. Air India Limited will abide by all Regulatory Directives on
security and try to exceed requirements by periodically reviewing its policy for continual relevance
to have a culture that has security a fundamental operational priority.
Air India Limited will allocate organizational resources aimed at highest level of security
through a Security Management System with continual improvement.
Air India Limited is committed to:
(i) Establish and maintain safe workplaces and practices;

(ii) Establish security objectives and security performance standards consequent security
enhancement and risk prevention strategies
(iii) Include security and risk considerations into business developments and operational changes;
(iv) Proactive incorporation of and adherence to security principles and controls into standard
Operating procedures;
(v) Provide personnel with the necessary skills through training to ensure that they gain and
maintain the required competencies;
(vi) Develop awareness through education to ensure personnel have a common understanding of
Aviation security and the nature of potential hazards and threats;
(vii) Promote the reporting incidents and potential hazards and threats on a non-punitive basis;
(viii) Promote security awareness and establish security culture.
(ix) Openly disseminate security related information, and provide two-way communication
channels
Between management and personnel;
(x) Enlist the support of all personnel in developing solutions to eliminate unsafe conditions and
practices.
(xi) Ensure vigilant application by each individual in conducting their duties, adhering to standard
Operating procedures and regulatory requirements;
(xii) Ensure all operational managers, pilots, crew members, mechanics, dispatchers, operational
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MANUAL SECTION 4
and Company staff, have a clear understanding of the airline security programme and work together
as a team to ensure the strict adherence to all aviation security measures and requirements.
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4.6 CORPORATE SOCIAL RESPONSIBILITY
Corporate Social Responsibility has been the hallmark of Air India right from the day the company
was formed by JRD TATA when he said
QTE “No success in material terms is worthwhile unless it serves the needs or interests of the
country and its people. In a free enterprise, the community is not just another stakeholder in
business but is in fact very purpose of its existence.”UNQTE
With this legacy, Air India Limited covering all its AOP’s, subsidiaries and SBUs is committed to
corporate social responsibility through following:
 Creating shared value concept by building interdependency of corporate success with social
welfare.
 Triple Bottom Line concept of measuring corporate performance in terms of economic impact,
social impact and environmental impact.
 Incorporating CSR strategy directly into the business strategy through ‘Fair Trade’.
Air India’s goal is to build a society with sustainable growth in terms of human index, Social
awareness and education, ethical consumerism along with business.
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CHAPTER – 5
SAFETY OBJECTIVES
AIESL/SMSM/001
MANUAL SECTION 5
SAFETY OBJECTIVES Issue-2 Rev-0 01SEPT2017
5.1 SAFETY OBJECTIVES

A Safety Management System is an organized approach to manage safety, including the necessary
organizational structures, accountabilities, policies and procedures. As a minimum, the objectives of
AIESL SMS shall be as given below:
1. To achieve a mature system for managing safety and the organization’s contribution to meeting
the State Safety Plan’s objective by continually reviewing the SMS and implementing any revisions
deemed necessary from those reviews.
2. To check and verify that the organization is operationally competent during day-to-day
operations and changes, in terms of:
a) Equipment, infrastructure, and service facility provision
b) Maintenance of equipment, infrastructure and service facilities
c) The provision and promulgation of maintenance and operational data to the required accuracy
d) Safety performance indicator setting and monitoring
e) Reacting to occurrences and being proactive and predictive in identifying emerging hazards.
f) Prescribe and document procedures for performing activities/ procedures including service
provider’s priorities.
3. To improve upon safety performance where possible or otherwise maintain safety performance, in
line with that agreed with the DGCA in SSP (state safety program).
4. SMS integration with other management systems like OHSMS etc. to enable SMS becomes part
of overall business plan, after the SMS matures and the integrated management system is supported
by the harmonized safety management system (ICAO) SARP.
a) Effective and efficient use of resources by:
i) Identifying the most significant risks to safety, and directing appropriate resource to resolve those
safety concerns; and
ii) Using data of the AIESL process audits as a tool to support the SMS in internal audits of
processes.
b) Obtain an organizational way of working that will:
i) Enable the development of a just culture; and
ii) Further encourage full staff participation and commitment in safety management.
5. To comply with the regulatory requirements of DGCA, state safety programme, and of civil
aviation requirements.
6. Encouragement of the internal reporting and feedback system in the organization and MRO for
taking the corrective actions.
7. To minimize the number of technical delays, AOG condition, IFSD and incidents by taking
appropriate preventive actions.
8. AIESL has set the high consequences and low consequences parameter for the safety
performance. Same defined in chapter 9.
9. To maintain an integrated safety data system and to conduct regularly review on SMS to
determine its effectiveness.
10.To conduct safety training programs to post holders, executives, certifying staffs and other staffs
to ensure the promotion of safety awareness.
11. Safety targets to be set by SRB/QRM members. If any target pending for approval, then 5%
reduction from the previous quarter shall be set for the target till approval is received from the SRB.
12. To provide safety directives and controls to ensure their compliance.
13. To be communicated throughout the organization.
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SAFETY OBJECTIVES Issue-2 Rev-0 01SEPT2017
14. To document and communicate safety accountability, responsibilities and authorities throughout
AIESL.
Accountable Manager will be responsible for safety accountability throughout AIESL and
implementation & maintenance of effective SMS. He will also provide all the resources for
implementation and function of SMS in AIESL. Each activity center in charge (CMM) and
departmental head will be responsible for the safety accountability at the activity center and
departments. Each individual is equally responsible for ensuring safety during their work and ifany
hazard is identified, same will be brought in the knowledge of Safety Manager and activity center
in charge/ Departmental head for corrective and preventive action. SMS Division will carry out
risk analysis of the hazard and as per level of risk factor tolerability given in 8.3 para D of the
manual. Level of management will take action on it.
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CHAPTER – 6
ROLE, SAFETY ACCOUNTABILITY AND

RESPONSIBILITY OF PERSONNEL
INVOLVED IN SMS
AIESL/SMSM/001
MANUAL SECTION 6
RESPONSIBILITY OF PERSONNEL Issue-2 Rev-0 01SEPT2017
INVOLVED IN SMS
6.1 ROLE, SAFETY ACCOUNTABILITY & RESPONSIBILITY OF

6.1.1 Accountable Executive
The CMD of Air India Limited is the Accountable Executive for Air India Limited (covering all Three
AOPs of Air India, Air India Express and Alliance Air as well as AIESL, AIATSL and other
subsidiaries).
CEO, AIESL is the Accountable Manager, but reports to the CMD of Air India Limited (who is also
Accountable Executive of the corporate group of Air India limited including AIESL).
6.1.2 Accountable Manager

Chief Executive Officer (CEO), AIESL is the Accountable Manager for the Safety Management
System. He is the single, identifiable person having financial responsibility for the effective and
efficient performance of the organization’s Safety Management System (Ref: CAR Section 1 Series C
Part 1 Para 3.2)
His responsibilities are:

1. Accountability for the meeting requirements of the above CAR
2. Authorizing and fulfilling a safety policy and objectives that indicates AIESL commitment in
fulfilling the safety management system
3. Implementation of the SMS in the organization as stated in AIESL SMS Manual
4. Responsible for control and providing the required human and financial resources
5. For the conduct of the organization’s SMS affairs and all safety issues.
6.1.3 Chief of Quality & Safety

Chief of Quality & Safety, AIESL is assisted by Quality Manager Group A and Group B along with
Safety Manager (HQ). He is the individual focal point responsible for the implementation and
maintenance of an effective Safety Management System (Ref CAR Section 1 Series C Part I Para 6.1).
The Chief of Quality & Safety will have the necessary degree of authority when dealing with safety
matters and directly reports to the Accountable Manager. The Chief of Quality &Safety should be a
graduate engineer or an Aircraft Maintenance Engineer and should be at Senior Management level.
His responsibilities are:
1. Ensure development of the processes need for the SMS and are implemented, adhered to and
maintained.
2. Report to the Accountable Manager on the performance of the SMS and on any need for
improvement.
3. Ensure safety promotion throughout the organization.
4. To provide current information and training to all staff on the safety management system and safety
issues. To arrange training from external sources as necessary.
5. To promote effective hazard identification and reporting.
6. To communicate regarding safety issues to all staff.
7. Responsible for continuous improvement in the hazard identification and risk assessment processes.
8. To establish excellent working relationship with the organization’s safety functions and those that
interface with it, including quality management.
9. Ensure that technical data for trends related to hazards, events and occurrences are analyzed.
10. To conduct / organize safety audits, surveys and inspections any aspect of maintenance and
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MANUAL SECTION 6
INVOLVED IN SMS
operation.
11. To conduct investigations of internal safety in accordance with procedures laid down in this
manual.
12. To oversee the entire functioning of the safety management system in the Facilities. Participate in
the Safety Review Board and Safety Action Group meetings and advise the members in issues related
to the SMS.
6.1.4 Senior Safety Manager
Senior Safety Manager ensures an effective communication and coordination system that enables the
exchange of information within themselves and the delegation of implementing SMS throughout all
the areas of organization. Sr. Safety Manager will report to chief of Quality & Safety. In case of any
incident or hazard identification will be brought in knowledge of Accountable Manager and Chief of
Quality & Safety.
Sr. Safety Manager will be responsible for:
1. In development of the processes need for the SMS and are implemented, adhered to and
maintained.
2. Report on the performance of the SMS and on any need for improvement.
3. Safety promotion throughout the organization.
7. Assistincontinuousimprovementinthehazardidentificationandriskassessmentprocesses.
9. Ensuring that technical data for trends related to hazards, events and occurrences are analyzed.
10. To conduct / organize safety audits, surveys and inspections any aspect of maintenance and
operation.
11. To conduct investigations of internal safety in accordance with procedures laid down in this
manual.
12. To oversee the entire functioning of the safety management system in the Facilities. Participate in
to the SMS.
13. Monitors safety performance indicators against the organization’s safety policy and objectives.
14. Providing periodic reports on the organization’s safety performance.
6.1.5 Safety Manager

For selection of a Safety Manager, AIESL shall follow the guidance provided in ICAO 9859. The
Safety Manager will be trained on organization’s operations, procedures and activities as well as the
applicable ICAO standards and Recommended Practices (SARPS).
Safety Manager will be reporting to Senior Safety Manager and will be responsible for overall
function of AIESL SMS Division and will assist senior Safety Manager in maintaining and managing
safety in the organization and maintenance activity center. Safety Manager is the competent person
with the appropriate knowledge, skills, and experience has been nominated to manage the operation of
the SMS and fulfils the required job functions and responsibilities as per CAR Sec 1 Series C Part
1.Safety Manager will also monitor the function of Safety Engineer located at various activity center
and assist Senior Safety Manager for the following function as stated below:
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AIESL/SMSM/001
MANUAL SECTION 6
INVOLVED IN SMS
1. In development of the processes need for the SMS and are implemented, adhered to and
maintained.
2. Report on the performance of the SMS and on any need for improvement.
3. Safety promotion throughout the organization.
6. To monitor corrective actions and evaluating their results.
7. To maintain records and safety documentation.
9. To provide independent advice on safety matters.
10.Assist in continuous improvement in the hazard identification and risk assessment processes.
11.To establish excellent working relationship with the organization’s safety functions and those that
12.Ensuring that technical data for trends related to hazards, events and occurrences are analyzed.
13.To conduct / organize safety audits, surveys and inspections any aspect of maintenance and
operation.
14.To conduct investigations of internal safety in accordance with procedures lay down in this manual.
15.To oversee the entire functioning of the safety management system in the Facilities. Participate in
to the SMS.
16.Monitors safety performance indicators against the organization’s safety policy and objectives.
17.Providing periodic reports on the organization’s safety performance.
18.To monitor safety concerns in the aviation industry and their perceived impact on the service
provider’s operations.
19.To coordinate and communicate (on behave of the Accountable Manager) with DGCA and other
service providers on issues relating to safety.
6.1.6 Safety Engineer

A Safety Engineer is nominated for each maintenance activity center and Engine & APU shops. Safety
Engineer is focal points for SMS in the maintenance activity Centre. Safety Engineer, will report to the
Safety Manager (HQ), are the frontline officer for the operational aspects of the safety management
system.
The responsibilities are:

1. Ensure development of the processes need for the SMS and are implemented, adhered to and
maintained.
2. Report to the Safety Manager on the performance of the SMS and on any need for improvement.
3. Ensure safety promotion in his region.
4. To provide current information and training to all staff in his region on the safety management
system and safety issues. To arrange training from in-house or external sources as necessary.
6. To communicate regarding safety issues to all staff in his region.
7. Assistincontinuousimprovementinthehazardidentificationandriskassessmentprocesses.
9. Ensure that technical data for trends related to hazards, events and occurrences are analyzed for his
region.
10.To conduct / organize safety audits, surveys and inspections any aspect of maintenance and
operation in coordination with Dy. QM of the area and will submit the report to Safety Manager.
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AIESL/SMSM/001
MANUAL SECTION 6
INVOLVED IN SMS
11.To conduct investigations of internal safety in accordance with procedures laid down in this
manual.
12.Coordination of the Emergency Response Plan (ERP) with the emergency response team, in case of
an emergency.
13.To identify operational safety hazards by pro-active, reactive and predictive process and report
14.To take immediate corrective measure and follow up with analysis and preventive measures.
15.To the Dy. Safety Manager, with complete data and suggested corrective measures.
16.Collect reports from suggestion boxes installed in their activity center fortnightly.
17.Analyze hazard, prepare hazard log.
18.To send monthly safety hazard log report to Safety Manager.
19.To liaise with the Safety Manager and post all operational safety data to his office.
20.Participate in the regional monthly Quality & Safety meeting at the activity center.
21.Implement and oversee whatever decisions/policies taken by SAG, in their respective Area of
workstation.
6.1.7 Production Manager / Chief Maintenance Manager

Chief Maintenance Manager shall be nominated as Production Manager and shall coordinate with Line
Maintenance Managers/ Base Maintenance Managers/ Shop Maintenance Managers of AIESL for
Safety concerns. He is the process owner for the Line/ Base/ Shop activities under his control and have
the overall responsibility for implementation and maintenance of the SMS in relation to their activities.
The responsibilities are:
1. To develop policies, resources and allocation for the SMS in the Line/ Base/ Overhaul Shops.
2. Develop an emergency response plan that provides the orderly and efficient transition from normal
to emergency operations and the return to normal operation and the necessary coordination.
3. To monitor the effective functioning of the safety management system and comply with and,
wherever possible, exceed, legislative and regulatory requirements and standards.
4. To ensure aircraft maintenance engineers and others are trained in their safety management
responsibilities.
5. To periodically participate in the Regional Monthly Safety Review meetings.
6. To mitigate the risk associated with the production or activity center.
6.2 SAFETY ACTION GROUP (SAG)/ MONTHLY QUALITY & SAFETY MEETING
To ensure front line input as part of the SMS review process, a group with specially selected
operational personnel, that function to oversee safety in the concerned areas, where operations are
conducted. Such units referred to as Safety Action Groups (SAGs), are tactical committees that
function to address implementation issues in front line operations to satisfy the strategic directives of
the SRB (Safety Review Board).
An active Quality & Safety management group or committee is invaluable in creating and fostering a
positive safety culture, that is, the Concept and attitudes that company management and staff have
about safety. The Dy. Quality Manager will act as the secretary and Safety Engineer as a member
forms the SAG/ Monthly Quality & Safety Meeting.
SAG /Monthly Quality & Safety meeting is conducted by Dy. Quality Manager of the region/ Engine
& APU to review all the reports received and their corresponding risk assessment and mitigation
measures. It is attended by all the post holders and/ or activity center in- charge of the region including
Safety Engineer. A consolidated report, finalized after discussion in the meeting is forwarded to the
office of the Safety Manager on monthly basis after this meeting. Minutes of the meeting is sent to
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MANUAL SECTION 6
INVOLVED IN SMS
Safety Manager and Quality Manager as well as all the post holders and/ or activity center in-charge of
the region.
The responsibilities of the SAG are:

1. Act as a source of expertise and advice.
2. Encourage lateral thinking about safety issues.
3. Help identify hazards and defenses.
4. Make safety recommendations.
5. Prepare and review reports to the Accountable Manager through SRB.
6. Research incidents, accidents and technical data.
7. Participate in investigations and enquiries.
SAG meeting will be held once in every month for Engineering to:
 Resolves identified risks
 Assesses the impact on safety of operational changes.
 Implementation of corrective action plans
 Ensures that corrective action is taken in a timely manner
 Review the effectiveness of previous safety recommendations
 Safety promotion
 Oversee operational safety within the functional area.
Quarterly Safety Review Meeting shall be attended by Safety Manager or respective Safety Engineer.
6.2.1 CORPORATE SAFETY ACTION GROUP MEETING
Being an active member and subsidiary of Air India, AIESL Safety Engineers will be the SMS Nodal
Officers/Representatives from all activity centers and will participate in a monthly corporate SAG
meeting in Mumbai & Delhi as per their region to review safety concerns. The inputs from corporate
SMS/Flight Safety Analysis Working Group and the audits and surveillance group shall be discussed
by the SAG. The SMS Nodal Officer in consultation with respective departmental head will take
action on the SAG Agenda and submit the action taken report to corporate SAG secretary in
consultation with Safety manager.
SMS nodal officer will monitor:
a) Oversees operational safety performance within the functional areas of the organization and ensures
that appropriate safety risk management activities are carried out with staff involvement as necessary
to build up safety awareness;
b) Coordinates the resolution of mitigation strategies for the identified consequences of hazards and
ensures that satisfactory arrangements exist for safety data capture and employee feedback;
c) Assesses the safety impact related to the introduction of operational changes or new technologies;
d) Coordinates the implementation of corrective action plans and ensures that corrective action is
taken in a timely manner;
e) Reviews the effectiveness of previous safety recommendations
f) Oversees safety promotion activities as necessary to increase employee awareness of safety issues
and to ensure that they are provided appropriate opportunities to participate in safety management
activities.
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INVOLVED IN SMS
6.3 SAFETY REVIEW BOARD (SRB)/ QUALITY REVIEW MEETING (QRM)

The Safety Review Board (SRB) is composed of CEO, AIESL Accountable Manager, The Chief of
Quality & Safety, Quality Managers (Group A and Group B), Safety Managers and Chief Maintenance
Managers for upholding compliance and review of activities to ensure safety.
Responsibilities of the Safety Review Board are:

1. Review and/or investigate all accidents and provide recommendations for corrective action.
2. Review the changes in regulatory policy and civil aviation regulations.
3. Review of safety policy, objectives and performance targets.
4. Createandmaintainahighlevelofinterestinandawarenessofsafetyamongallemployees.
5. Facilitate financial resource/ infrastructure procurement as and when required.
6. Conduct inspections of The Facility and recommend corrections for areas of noncompliance, if any.
7. Encourage feedbackand recommendations from all employees in every area of the Facility with
regard to problems, ideas and solutions related to safety for SMS improvement.
8. Inform employees about new safety policies, training programs and other safety related matters.
9. Develop and review safety policies and procedures for the AIESL’s Safety Management System.
10. Discuss & action open agenda of SAG.
11. Follow up actions from previous Safety Review Boards.
12. Review SMS and Safety Analysis Program Data.
SRB/ QRM (Quality Review Meeting) will be held Quarterly out of which at least two meetings to
be headed by Accountable Manager to ensure its continuing suitability, adequacy and effectiveness in
the management and the control of operations. The participants in the meeting shall be Chief of
Quality & Safety, Sr. Safety Manager, Safety Manager, Quality Managers, Chief Maintenance
Managers and Training Managers. Accountable Manager can authorize Engineering Directors to head
SRB Meeting of Engineering in his absence.
It shall also review and ensure the continual improvement of the SMS throughout the organization, to
include, when substandard performance of SMS of different departments has been identified:
1. Identification of cause(s) of substandard performance
2. Determination of the implications of substandard performance in operation.
3. Elimination or mitigation of cause(s) of substandard performance.
The Safety Review Board will ensure that appropriate resources are allocated to achieve the
established safety performance beyond that required for regulatory Compliance and gives strategic
direction to the concerned Departmental Head, Chief of Quality & Safety and Sr. Safety Manager/
Safety manager.
6.3.1 CORPORATE SAFETY REVIEW BOARD
CEO AIESL, Chief of Quality & Safety, Sr. Safety Manager/ Safety Manager will attend the corporate
SRB chaired by Accountable Executive. Chief of Quality & Safety will give the details of action taken
for the safety hazards raised in AIESL, corporate SAG agendas or any other issue related to
engineering.
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SAFETY MANAGEMENT SYSTEM MANUAL AIESL/SMSM/001
SECTION 6
ROLE, SAFETY ACCOUNTABILITY AND RESPONSIBILITY OF
6.4 AIESL SAFETY MANAGEMENT SYSTEM (SMS) DIVISION ORGANISATION STRUCTURE CHART
Coordination
Functional Reporting
ACCOUNTABLE MANAGER
(CEO, AIESL)
CHIEF OF QUALITY & SAFETY

SAFETY
REVIEW
BOARD/ QRM
(Quality
Review
Sr. SAFETY MANAGER QUALITY MANAGER
Meeting) QUALITY MANAGER
(GROUP A) (HQ) (GROUP B)
SAG/ Monthly
Quality & SAFETY MANAGER (HQ)
Safety Meeting
SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY SAFETY
ENGINEER ENGINEER ENGINEER ENGINEER ENGINEER ENGINEER (HQ) ENGINEER ENGINEER ENGINEER ENGINEER ENGINEER ENGINEER
NR(ATR) BOM (WB) ER - NB NR (NB) NR (NB) - 02 BOM(NB) DEL (WB) (HYD MRO) TRV BOM (WB) NAG
Base
Base (CCU) Base JEOC, 1. SPI Base (B737800)
Mainten Base Engine &
Maintenance Base Maintena Components Maintenance Base
Base 2.SMS ance Maintenance APU Shop
Line Maintenance nce& & Avionics Line Maintenan
Maintenance Database Line MRO&
Maintenance Compone Shop Maintenance ce&
Line Line Mainten Line Components Shops
nt Shop Third Party Components Compone
Maintenance Maintenance ance Maintenance & Avionics
Component Line Reports & Avionics nt Shop
& Shop Shop
Shop Maintena Page 6 - 7 Shop Line
nce Maintenan
ce
SAFETY MANAGEMENT AIESL/SMSM/001
SYSTEM MANUAL SECTION 6
INVOLVED IN SMS
1. All safety issues are informed to the Accountable Manager through Chief of Quality&
Safety and the Production heads in absence of Chief of Quality & Safety. Senior Safety
Manager will be informing the same.
2. Accountable Manager, Chief of Quality & Safety, Sr. Safety Manager, Safety manager
& the Production Heads are part of Safety Review Board.
3. Safety Management Group acts upon decisions and policies taken by SRB.
4. SAG executes decisions through Safety Engineer.
5. Chief of Quality & Safety assisted by Safety Manager, implements decisions of SRB.
6. Safety Engineer liaise with different Work Stations.
6.4.1The Safety Team

The SMS Team comprises of,
 Accountable Manager,
 Chief of Quality& Safety,
 Chief Maintenance Managers,
 Sr. Safety Manager,
 Quality Manager/ Dy. QM
 Safety Manager,
 Safety Engineer.
An updated list of the SMS team is always available with Chief of Quality & Safety.
Page 6 - 8
CHAPTER – 7
SAFETY REPORTING AND REMEDIAL

ACTIONS
AIESL/SMSM/001
MANUAL SECTION 7
ACTIONS
7.1 HAZARD IDENTIFICATION AND REPORTING SYSTEM

AIESL has a Hazard identification and reporting system implemented in maintenance operations that:
1. Encourages and facilitates feedback from personnel to report safety hazards, expose safety
deficiencies and raise safety concerns.
2. Includes collection and storage of safety data and;
3. Analysis and management action as necessary to address safety issues identified through the
reporting system.
The Hazard identification process includes the following steps:
(a) Reporting of Hazards, events or safety concerns
(b) Collecting and storage of safety data
(c) Analysis of safety data; and
(d) Distribution of the safety information distilled from the safety

Operational reporting is considered a proactive hazard identification activity in an SMS. Safety issues
are generally associated with the various operations (internal and outsourced) that are conducted for
the purpose of ensuring aircraft are maintained in an airworthy condition. Frontline personnel are
exposed to hazards and face challenging situations as part of their everyday activities. An operational
reporting system provides such personnel with a means to report these hazards or any other safety
concerns so they may be brought to the attention of safety manager.
 A review and analysis of each report is carried out to determine whether a real safety issue
exists, and if so, ensure development and implementation of appropriate action by responsible
management to correct the situation
 A non-punitive safety reporting system that is implemented throughout the organization in all
areas where operations are conducted
Reporting Consist Of:

1) AMEs, Service Engineers/Technicians and Safety Engineer report to the Safety Manager/ Safety
Engineer using standard reporting Forms.
2) Over the telephone
3) By e-mail to the Safety Manager / Safety Engineer.
4) Voluntary Reporting Form
5) Confidential Reporting Form
6) Accident/ Incident Reporting Form
7.1.1 VOLUNTARY REPORT

AIESL encourages all personnel for proactive participation in accident and incident prevention. If any
individual notices any event which can potentially lead to an accident / incident, he / she is encouraged
to report the same. The Voluntary Report is a non-confidential mode of reporting and a non-reprisal
policy is followed unless the event has resulted from illegal activity or willful misconduct. Individuals
may report such risks in the Hazard Identification Report (HIR) Form (refer Forms and Tags Manual).
The Voluntary Report shall be forwarded to the Safety/ Dy. Quality Manager.
Blank copies of the Hazard Identification Report (HIR) Form are available in all activity centers of
each region and the Safety Engineer. Safety Engineer concerned shall take the necessary action to
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MANUAL SECTION 7
ACTIONS
mitigate the hazard based on received report and or the recommendation(s) of the Flight Safety
Department. The action taken report should be forwarded to the Flight Safety Department.
7.1.2 CONFIDENTIAL REPORT

Confidential Report aims to protect the identity of the reporter. This is one way of ensuring that
voluntary reporting system is Non-punitive. Confidential safety reporting system in maintenance
operations that encourages and facilitates the reporting of events, hazards and/or concerns resulting
from or associated with human performance in maintenance operations, without fear of retribution or
embarrassment, and enable broader acquisition of information on hazards. The Confidential reports are
de-identified on receipt to ensure confidentiality.
Individuals may report events and safety concerns anonymously in the Hazard Identification Report
(HIR) Form. The Confidential or Anonymous Report shall be forwarded to the Safety Engineer. Blank
copies of the Hazard Identification Report (HIR) Form are available in all activity centers of each
region and the Safety Engineer. Safety Engineer concerned shall take the necessary action to mitigate
the events and safety concerns based on received report and or the recommendation(s) of the Flight
Safety Department. The action taken report should be forwarded to the Flight Safety Department
without delay.
7.1.3 ONLINE REPORTING

Hazard identification report as anonymous, voluntary or confidential can also be submitted on line.
Such reports can be sent or to the Safety Manager/ Chief of Quality & Safety, Headquarters, Airlines
House, New Delhi.
Following is the procedure for on line reporting to the Safety Manager/ Chief of Quality & Safety,
Headquarters, Airlines House, and New Delhi:
A dedicated e-mail id [email protected] or [email protected] has been created for on line
reporting of safety hazards. Format of HIR proved in the Forms and Tags Manual should be used as far
as possible.
As a part of corporate SMS below mentioned guidelines to be used for:
1. VOLUNTARY REPORT must be raised whenever you witness or are involved or has knowledge of
an occurrence, hazard are situation which poses potential threat to flight safety.
2. Please note that an online report is auto-forwarded to the email address(s) provided.
Voluntary report must be send to the Corporate SMS office utilizing any of the following:
1. Website: flightsafety.airindia.in
User Id: flightsafety, Password: safety

And enter captcha as shown in image.
Then click on ‘Online Reporting’.
Choose Voluntary Report/ Confidential Report.
Fill and submit the same.
2. Fax: +91 22 2615 7027 (BOEING)/ +91 11 24628938 (AIRBUS)
3. Email: [email protected] (Mention voluntary report in the subject),

[email protected] ( Airbus fleet)
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AIESL/SMSM/001
MANUAL SECTION 7
ACTIONS
7.2 HAZARD IDENTIFICATION AND REPORTING SYSTEM FLOWPROCESS
Page 7 - 3
s
CHAPTER – 8
HAZARD IDENTIFICATION AND RISK

ASSESSMENT
AIESL/SMSM/001
MANUAL SECTION 8
HAZARD IDENTIFICATION AND
RISK ASSESSMENT
8.1 SAFETY RISK MANAGEMENT

Safety risk management processes in maintenance operation are the processes that include a
combination of reactive and proactive methods for safety data collection and analysis to ensure existing
and predict future hazards to aircraft operations are identified, mitigations for the hazards are developed
and level of risk tolerability is determined.
Safety risk management is a core activity that supports the management of safety and contributes to
other, indirectly related organizational processes. The term safety risk management, as opposed to the
more generic term risk management, is meant to convey the notion that the management of safety does
not aim directly at the management of financial risk, legal risk, economic risk and so forth, but restricts
itself primarily to the management of safety risks.
Systems in which people must actively and closely interact with technology to achieve production goals
through delivery of services are known as socio-technical systems. All aviation organizations are thus
socio-technical systems.
Hazards are normal components or elements of socio-technical systems. They are integral to the
contexts where delivery of services by socio-technical production systems takes place. In and by
themselves, hazards are not “bad things”. Hazards are not necessarily damaging or negative
components of a system. It is only when hazards interface with the operations of the system aimed at
service delivery that their damaging potential may become a safety concern.
Understanding Hazards
Hazard means an existing or potential condition that could lead to or result in injury to or death of
persons and/or damage to or loss of an aircraft in operations.
Stating and naming a hazard as one of its consequences has the potential for not only disguising the true
nature and damaging potential of the hazard in question, but it also interferes with the identification of
other important consequences of the hazard.
On the other hand, properly stating and naming hazards allows one to identify the nature and damaging
potential of the hazard, to correctly infer the sources or mechanisms of the hazard and, most
importantly, to evaluate the outcomes (other than extreme outcomes) in terms of the
magnitudeofthepotentialloss,whichisoneofthefinalobjectivesofsafetyriskmanagement.
An organization manages safety by ensuring that, through its safety management process, the safety
risks of the consequences of hazards in critical activities related to the provision of services are
controlled to a level as low as reasonably practicable (ALARP). This is known as safety risk
management, a generic term that encompasses two distinct activities: hazard identification and safety
risk assessment and mitigation.
8.2 HAZARD IDENTIFICATION PROCESS
Hazard identification is an element of the Safety Risk Management component of the SMS framework.
The identification of hazards generally focuses on the various operations (internal and outsourced) that
are conducted in order to ensure aircraft are maintained in an airworthy condition.
As part of Risk Management, AIESL maintains a formal process that ensures hazards in operations are
identified, analyzed and mitigated.
The hazard identification process includes the following steps:
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AIESL/SMSM/001
MANUAL SECTION 8
RISK ASSESSMENT
a) Reporting of hazards, events or safety concerns;

b) Collection and storage of safety data;
c) Analysis of the safety data; and
d) Distribution of the safety information distilled from the safety data.
8.2.1 SOURCES OF HAZARD DATA

To describe the organization’s formal means for effectively collecting, recording, acting on and
generating feedback about operational and maintenance hazards, combining proactive, reactive and
predictive methods of data collection. Formal means of data collection includes mandatory, voluntary
and confidential reporting systems.
The procedure applies to the proactive, reactive and predictive methods of data collection to identify
hazards. There are three methods of data collection are:
(i) ThePro-activemethod–Dataiscollectedbyanalysisofproactivesurveillance, audits, safety surveys, by

analyzing voluntary reports by staff, mandatory occurrence reports etc.
(ii) The Re-active method - Data is collected by studying of accident, serious incident investigations
reports
(iii) The Predictive method – Data is collected from monitoring of real time normal operations to
identify potential future problems which could trigger into safety risks.
Processes are designed to identify potential hazards that might be associated with organizational
business changes (e.g. addition of new routes or destinations, acquisition of new aircraft type(s), the
introduction of significant outsourcing of operational functions). Typically hazards, once identified, are
assigned a tracking number and recorded in a hazard log in the form and style detailed in the template
provided in the DGCA SSP Division Circular No. 1 of 2012. Each log entry includes a description of
the hazard, as well as other information necessary to track associated risk assessment and mitigation
activities.
AIESL ensures the following in the hazard identification process:
a) The Safety Reporting System provides feedback to the reporter of any actions taken (on not taken) and
where appropriate, to the rest of the organizations.
b) Safety investigations are carried out to identify underlying causes and potential hazards for existing and
future operations.
c) Safety reports are acted on in a timely manner.
d) Personnel responsible for investigating report are trained in investigation technique.
e) Investigation establishes casual or contributing factors.
f) Human performance related hazards are being identified.
8.3 SAFETY RISK ASSESSMENT AND MITIGATION PROGRAM

AIESL has a safety risk assessment and mitigation program in maintenance operations that specifies
processes to ensure:
i. Hazards are analyzed to determine corresponding safety risk(s) to aircraft operations;
ii. Safety risks are assessed to determine the requirement for risk mitigation action(s);
iii. When required, risk mitigation actions are developed and implemented in maintenance
operations.
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AIESL/SMSM/001
MANUAL SECTION 8
RISK ASSESSMENT
To be completely effective, a risk assessment and mitigation program would typically be implemented
in a manner that:
 Is active in all areas of the organization where there is a potential for hazards that could affect aircraft
operations;
 Has some form of central coordination to ensure all existing or potential hazards that have been
identified are subjected to risk assessment and, if applicable, mitigation.
The safety risks associated with an identified hazard are generally expressed in two components:
 Likelihood of an occurrence;
 Severity of the consequence of an occurrence.
Typically, matrices that quantify safety risk acceptance levels are developed to ensure standardization
and consistency in the risk assessment process. Separate matrices with different risk acceptance criteria
are sometimes utilized to address long-term versus short-term operations. A record is maintained in the
hazard log for the purpose of documenting risk assessment information and monitoring risk mitigation
(control) actions.
8.3.1 RISKASSESSMENT
Prime responsibility to evaluate the risk and mitigate the same lies with Safety Engineer of AIESL.
Risk assessment is done by safety management cell under the Safety Engineer as per following
processes:
A. The Seven Step Assessment Process
The risk assessment is carried out as per the following seven step process:-
 Step1: Development of a complete description of the system to be evaluated and of the environment, in
which the system is to be operated;
 Step 2 : Identification of Hazards;
 Step3: Estimation of the severity of the consequences of a hazard occurring;
 Step 4 : Estimation of the likelihood of a hazard occurring;
 Step 5 : Evaluation of safety risk tolerability;
 Step 6 : Mitigation of risk; and
 Step 7: Development of safety assessment documentation.

B. Estimation of Risk Severity

Safety risk severity is the extent of harm that might reasonably occur as a consequence or outcome of
the hazard identified from the reports received. Its estimation is based on following table:
Risk Severity
Aviation Definition Meaning Value
 Equipment destroyed
Catastrophic A (5)
 Multiple deaths
 A large reduction in safety margins, physical distress or a
workload such that the operators cannot be relied upon to perform
their tasks accurately or completely.
Hazardous  Serious injury or death to a number of people. B (4)
 Major equipment damage
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MANUAL SECTION 8
RISK ASSESSMENT
 A significant reduction in safety margins, a reduction in the

ability of the operators to cope with adverse operating conditions as
a result of increase in workload, or as a result of conditions
impairing their efficiency.
Major C (3)
 Serious incident.
 Injury to persons.
 Nuisance.
 Operating limitations.
Minor  Use of emergency procedures. D (2)
 Minor incident.
 Little consequences
Negligible E (1)
C. Risk Probability
Safety risk probability is the likelihood that a consequence might occur. It is determined by using the
five point safety risk probability table below:
Probability of occurrence
Qualitative definition Meaning Value
Frequent Likely to occur many times (has occurred frequently) 5
Occasional Likely to occur sometimes (has occurred infrequently) 4

Remote Unlikely, but possible to occur (has occurred rarely) 3
Improbable Very unlikely to occur (not known to have occurred) 2
Extremely improbable Almost inconceivable that the event will occur 1
D. Risk Factor Assessment

Risk factor is estimated by considering and combining severity and likelihoods. Severity and
probability are viewed in five grades, which are defined by money, damage or other useful concepts.
Risk factor is calculated by multiplying the safety risk probability and safety risk severity.
Safety management cell estimates the risk factor value by combining safety risk severity and safety risk
probability in to a safety risk assessment matrix and submit to the Safety Engineer for scrutiny and
approval of assessment report.
Following are the levels of management with authority to make safety risk tolerability decision:
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AIESL/SMSM/001
MANUAL SECTION 8
RISK ASSESSMENT
Risk Factor
Decision Making Authority
Acceptable (1-4)
3E, 2D, 2E, 1B, 1C, 1D, 1E, 4E
Acceptable with monitoring LMM/ BMM/ SMM
(5-8)
5E, 4D, 3D, 2B, 2C, 1A
Acceptable – with action (9-12)
CMM
5D, 4C, 3B, 3C, 2A
Undesirable (13-15)
5C, 3A
Unacceptable (16-25) CEO, AIESL, Accountable Manager
5A, 5B, 4A, 4B
Riskseverity
Risk probability
Catastrophic Hazardous Major Minor Negligible
A B C D E
Frequent 5
5A 5B 5C 5D 5E
Occasional 4
4A 4B 4C 4D 4E
Remote 3
34 3B 3C 3D 3E
Improbable 2
2A 2B 2C 2D 2E
Extremely
Improbable 1 1A 1B 1C 1D 1E
SAFETY RISK ASSESSMENT MATRIX
Risk Assessment Process
The issue is further discussed and brainstormed in the Safety Review Board and valuable decisions are
taken to mitigate the associated risk. Decisions are taken in the Safety Review Board meet to discuss
the issue and the Safety Management Group will take the necessary remedial action.
Records
Records of each identified safety hazard, associated risk and mitigation are maintained in:
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RISK ASSESSMENT
(i) Office of the Safety Engineer.

(ii) The SMS Office Hq.
The records are preserved for period of 3 years from the date of corrective / preventive action taken.
SAFETY RISK TOLERABILITY MATRIX
Risk index range

Description Recommended action
High risk Cease or cut back operation promptly

5A, 5B, 5C, if necessary. Perform priority risk
4A, 4B, 3A mitigation to ensure that additional or
enhanced preventive controls are put
in place to bring down the risk index to
the moderate or low range.
Moderate risk Schedule performance of a safety
5D, 5E, 4C, 4D, assessment to bring down the risk
4E, 3B, 3C,3D, index to the low range if viable.
2A, 2B, 2C, 1A
Low risk Acceptable as No further risk

3E, 2D, 2E, 1B, mitigation is required.
1C, 1D, 1E
An alternate safety risk tolerability matrix
Activity Centre In charge (CMM) / Departmental Head are responsible for the closure of identified
hazard. Respective In charge shall take timely action on hazards reports as per the risk factor. Risk
factor to be calculated by the SMS Division keeping respective in charge as the part of the risk analysis.
If the risk factor is high, proper action should be taken as early as possible or within 7 days of time and
if risk factor is moderate or low, 30 days are allowed for its closure. Any extension in the time period
shall be given by Chief of Quality & Safety as per the risk factor tolerability. If the hazard is not
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RISK ASSESSMENT
mitigated or corrected, same will be brought in notice of Accountable Manager by Chief of Quality and
Safety.
E. Cost-Benefit Analysis
A Cost Benefit analysis helps make a management decision in case of risks in the tolerable region. The
following costs may be considered.
Direct costs
 The obvious costs, which are easily determined.
 The high costs of exposure of hazards can be reduced by insurance coverage
Indirect costs
 The uninsured costs.
 Loss of business
 Damage to the reputation
 Loss of use of equipment
 Loss of staff productivity
 Legal actions and claims
 Fines and citations
 Insurance deductibles
Decision on safety risk tolerability will be taken by the Heads of Engineering, production and Quality,
in consultation with Safety Review Board.
8.3.2 MITIGATION OF RISK

If the level of safety risk tolerability determined by safety management cell falls into intolerable under
existing circumstances or, tolerable if mitigation applied, and may require management decision for
acceptance category mitigation measures will be identified and implemented to reduce the risk to level
as low as reasonable practicable (ALARP).
If mitigation measures already exist in maintenance manual/ organization policy and procedures then
the current operating procedure to be changed to ensure the adherence of the same. Safety Engineer will
instruct to respective activity center to implement the mitigation measures.
In case exiting mitigation measures are not available further mitigation measures are to be identified
and implemented.
A feedback of mitigation measures will be provided to the reporter in case of voluntary and confidential
reports.
On doing the Risk Factor Assessment, if the risk is acceptable by the authorized level of management,
the operations pertaining to the department can be undertaken. If the operational risk mitigation requires
amendment of a policy and / or process, involvement of the Chief of Quality & Safety or his
representative is ensured. In such cases, the written reports mentioning the safety risk assessment matrix
are forwarded to the Chief of Quality & Safety/Safety Manager. If the risk is unacceptable, then the
operation pertaining to the department is not undertaken.
Once an identified hazard is mitigated, AIESL reassesses any new risks and residual risks introduced as
a result of mitigation measures for effective risk mitigation.
As part of safety risk assessment and mitigation, AIESL also ensures:

a) Organization has risk control strategies that deliver effective and robust mitigation and controls and
wherever applicable corrective actions.
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RISK ASSESSMENT
b) Corrective actions resulting from the risk assessment, including timelines and allocation of
responsibilities are documented.
c) Risk management is embedded in day to day activities and routinely applied in decision making
process.
d) Senior management has visibility of medium and high risk hazards and their mitigation and control.
An Action Taken Report as per Appendix D is filled up to indicate measures taken.
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RISK ASSESSMENT
8.3.3 RISK MANAGEMENT FLOWPROCESS
Feedback, A safety concernisperceived

Record the hazard
identification and
Identify hazards/consequences and
Assessment, assess risks
Risk mitigation
Define the level of Define the levelof
probability severity
Take action and Define the level of risk

continue the
YES Is the risk level acceptable? NO
operation
YES Can the risk be eliminated? NO

Take action and
continue the
operation YES Can the risk be mitigated?
Take action and

NO
continue the YES
Can the residual riskbe
operation accepted? (If any)
Cancel the
Operation
8.4 GAP ANALYSIS

A gap analysis reveals the resources, structures and safety arrangements existing in the system to
address safety vulnerabilities, specified in terms of hazards that arise as a consequence of the interaction
of people and other components of the operational context. It also reveals additional resources,
structures and safety arrangements that would be necessary to mitigate safety vulnerabilities and
increase operational resilience to the hazards.
Gap analysis is carried by Safety Engineer at each activity centre and submitted to the Safety Manager.
Once the gap analysis is complete and fully documented, the resources, structures and arrangements
that have been identified as missing or deficient will form, together with those already existing, the
basis of the SMS implementation plan.
The steps for Gap Analysis are as follows:
1. Data, feedback, is collected by the SAG from all related personnel by distributing ‘questionnaires’ with
reference to the analysis being carried out.
2. The data is scrutinized by the and discussed in brain storming sessions.
3. Safety arrangements and structures existing in the organization to be compared.
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RISK ASSESSMENT
4. Any additional safety arrangements required to implement and maintain the organization’s SMS to be
documented.
5. Decisions taken are intimated to the SAG.
6. Financial resourcing if any is completed by the .
7. SAG takes further action on the policies by routing them through the Safety Manager.
8. Chief of Quality & Safety distributes the action plan to Safety Engineer who liaise with Work Station
Group Managers to complete the action plan.
9. Feedback is collected after a period of three months to assess the effectiveness of the completed action
plan by the SAG. The same is conveyed to the SRB/QRM.
10.Depending on the risk severity, a gap analysis is again carried out after one year.
Page 8 - 10
CHAPTER – 9
SAFETY PERFORMANCE MONITORING

AND MEASUREMENT
AIESL/SMSM/001
MANUAL SECTION 9
SAFETY PERFORMANCE
MONITORING AND MEASUREMENT
9.1 SAFETY ASSURANCE

Safety risk management requires feedback on safety performance to complete the safety management
cycle. Through monitoring and feedback, SMS performance can be evaluated and any necessary
changes to the system effected. In addition, safety assurance provides stakeholders an indication of the
level of safety performance of the system. Assurance can simply be defined as “something that gives
confidence”. The safety risk management process in the SMS starts with the organization obtaining a
good understanding of its operational processes and the environments in which it operates; progresses
through hazard identification, safety risk assessment and safety risk mitigation, and culminates in
development and implementation of appropriate safety risk controls. Once controls for the safety risks
of the consequences of hazards are designed, deemed to be capable of controlling safety risks, and put
into operation, safety assurance takes over safety risk management.
AIESL SMS Division will ensure the following:
a) Safety assurances and compliance monitoring activities feed back into the hazard identification
and risk management process.
b) Safety assurances takes into account activities carried out in all directly contracted
organizations.
c) The organization is monitoring its current, future and third party safety risks and is taking
actions to address unacceptable safety risks.
9.2 SAFETY PERFORMANCE MONITORING AND MEASUREMENT

As part of the safety assurance activities, the organization has developed and maintains necessary means
to verify the safety performance of the organization in reference to the Safety Performance Indicators
(SPI) and safety performance targets of the SMS.
1. Terms
Safety Performance Indicators - are short-term, measurable objectives reflecting safety performance of
an SMS.
Safety Performance Target values and alert levels - are long term, measurable objectives reflecting the
safety performance of the SMS and are linked to the safety performance indicators. If the targets are not
achieved and alert levels are exceeded / breached , same is informed to Accountable manager, ED
Engineering , Chief of Quality and Safety and CMM of each activity centre by Safety Manager.
2. Responsibility
The responsibility lies with the Heads of Production, Safety Manager and the Chief of Quality & Safety.
3. The process of Performance Monitoring

Inputs for safety performance and monitoring comes from a variety of sources including formal auditing
and evaluations, investigations of safety-related events, continuous monitoring of day to day activities
related to the delivery of services and inputs from employees through hazard reporting systems. Thus
information sources for safety performance monitoring include:
A. Hazard reporting systems – these include the following:
i. Mandatory reporting system – AMEs and Service Engineers/ Technicians are required to report
certain types of events or hazards, mainly technical failures observed during daily jobs/ routine
inspections. Refer, Procedures as listed inMOE-2.18.
ii. Voluntary reporting system – all maintenance and operations personnel of AIESL are encouraged to
submit voluntary event or hazard information. For this purpose, ‘Suggestion Boxes’ are placed at the
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SAFETY PERFORMANCE
work premises.
iii. Confidential reporting system – it protects the identity of the reporter and is ensured that any
identifying information about the reporter is known only to the key persons.
iv. All the AIESL hazard reports will also be forwarded to corporate SMS office through email to enter
into corporate SMS data base.
B. Safety audits– are used to ensure that the structure of the SMS is sound in terms of staffing,
compliance with approved procedures and instructions, levels of competency and training to operate
equipment and facilities and maintain required level of performance.
C. Safety surveys – examine particular elements or procedures of a specific operation, such as
problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and
areas of dissent or confusion.
D. Safety reviews – are conducted by the SAG during introduction and deployment of new
technologies, change or implementation of procedures.
E. Internal Safety investigations - these are normally restricted to occurrences which are not
required to be reported to the DGCA like maintenance defects, anomalies, etc.
4. Safety Performance Indicator (SPI)

Safety Performance Indicator (SPI) shall be monitored to assess the effectiveness of the SMS system.
These SPIs will be monitored by Safety Engineer in each production units. The SPIs shall be discussed
during the Monthly Safety review meetings and a record shall be forwarded to Air Safety, DGCA on
quarterly basis.
AIESL is monitoring;
High consequence indicators
Safety performance indicators pertaining to the monitoring and measurement of high consequence
indicators occurrences, such as accidents or serious incidents. High-consequence indicators are
sometimes referred to as reactive indicators.
Following are the high sequence indicators monitored in SPI:

 Accidents
 Severe Incidents
 IFSD
 Unscheduled Engine and APU Removal
 Unscheduled Component Failure Rates
 Technical Delays (Number of delays due to maintenance)
 Major Defect Report Raised
 Number of AOG
 Return Back to Bay.
Lower consequence indicators
Safety performance indicators pertaining to the monitoring and measurement of lower- consequence
occurrences, events or activities such as incidents nonconformance findings or deviations. Lower-
consequence indicators are sometimes referred to as proactive/predictive indicators.
 Occurrences occurred due to degraded tools.
Internal and external audits Non Conformance Findings.
 Voluntary, Hazard report Received & Action rates.
 Number of Employees trained on SMS per Quarter.
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SAFETY PERFORMANCE
 SAFA RATIO & Findings.
 The safety performance indicators (SPIs) as number of maintenance errors, as follows:

1. Failure to follow published technical data or local instructions
2. Using unauthorized procedure not referenced in technical data
3. Supervisors accepting non-use of technical data or failure to follow maintenance instructions.
4. Failure to document maintenance properly in maintenance records, work package
5. Inadequate/non-recognized maintenance
6. Incorrectly installed hardware on an aircraft/engine
7. Performing an unauthorized modification to the aircraft
8. Failure to conduct a tool inventory after completion of the task
9. Personnel not trained or certified to perform the task
10. Ground support equipment improperly positioned for the task
5. The process of Performance Measurement

This is achieved by comparing the decided/ agreed safety performance targets and the actual safety
performance indicators of the item.
6. Records
Records of Safety Performance Monitoring and Measurement are kept in the Safety Library of the SAG,
at AIESL.
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CHAPTER – 10
SAFETY-RELATED INVESTIGATIONS
AND REMEDIAL ACTIONS
AIESL/SMSM/001
MANUAL SECTION 10
10.1 INVESTIGATION OF OCCURRENCES:
The Organization’s effort is directed towards encouraging the reporters to identify causes and
contributing factors in addition to occurrences being investigated further, if required. Any occurrence
for which the cause or contributing factor is unknown investigated by trained investigators.
As a policy, any occurrence which involves air turn back, delays and cancellation which are related to
safety concerns or where rework cost is substantial are also investigated.
The investigator must be trained for principles to investigate any occurrence due to maintenance error.
10.1.1 DATA ANALYSIS:
The occurrence data is analyzed to better identify patterns of casual or contributory factors and to
determine trends over time.
10.1.2 RISK ANALYSIS:
Once the cause or the contributing factor leading to the occurrence are identified (both actual as well as
potential hazards) the safety engineer does a risk assessment to make a determination as to the type of
action that needs to be taken. Action may be in the form of a change to the procedure, issue of notices,
personnel action or even monitoring the situation in order to control the risk.
The Occurrence Management System shall record action taken in respect of previous occurrences so
that effectiveness of each remedial action can be re-evaluated and necessary corrections can be
incorporated before it could result into a safety hazard.
10.2 INVESTIGATION PROCESS
Following receipt of a Maintenance Error Reporting Form, the QM /Dy.QM will be responsible for
conducting a preliminary review of the event/ error to determine the scope of the investigation. The
assessment will review the error for safety and risk implications and determine whether a full
investigation, including interviews, will be necessary. Should a number of investigations be underway
at one time, higher risk hazards will be prioritized.
Where it is determined that the Error Report constitutes a reportable occurrence, the QM /Dy.QM shall
report to the respective regulator.
The QM /Dy.QM shall assign trained investigator to investigate and prepare the final report. Senior
Safety Manager/ Safety Manager will be equally involved in the investigation process and also
responsible for carrying out the risk analysis for the case.
10.2.1 PREVENTION OF ERRORS:
1. In order to prevent omissions, every maintenance task or group of tasks shall be signed-off. To
ensure the task or group of tasks is completed; it shall only be signed-off after completion. Work by
unauthorized personnel (i.e. temporary staff, trainee,…) shall be checked by authorized personnel
before they sign-off. The grouping of tasks for the purpose of signing-off should allow critical steps to
be clearly identified.
2. When only an authorization holder is available to carry out and inspect a maintenance task involving
reassembly of several identical components in more than one system, Planning Division shall raise
work card/ worksheet to include an additional stage for re-inspection of the work by the authorization
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MANUAL SECTION 10
holder after completion of all the same tasks. The following maintenance tasks, though not exhaustive,
are considered critical:
a. Installation, rigging and adjustments of flight controls,
b. Installation, rigging and adjustments of engines.
Authorization holders are required to request for a duplicate inspection to be carried out whenever
critical systems such as flight controls or engine controls have been rigged or adjusted.
3 All attempts are made to ensure that any maintenance error does not go undetected. The system of
voluntary reporting of such occurrences by Technical personnel is encouraged and a ‘Just
Culture’ is in place.
4. The Quality Division structured Audit program monitors process/ system performance to ensure that
appropriate action is taken in-time. Technical personnel are regularly advised to ensure that
Shift-handover procedures are ‘adhered to’ and all work is duly documented.
5. Meetings are held wherein the impacts of maintenance defects/ errors to our services are discussed
and measures are evolved to obviate their recurrences. These decisions are brought to the notice of all
AME through Circulars/ Staff Notices etc. in order that AME do not commit similar errors in the course
of maintenance of aircraft.
6. AIESL has, a program to address issues pertaining to Human Factors for its personnel. Such
programs are aimed at addressing the individual to keep him aware of the various factors that affect an
individual’s performance on the job.
10.2.3 RECTIFICATION OF MAINTENANCE ERRORS:
Errors and defects will be rectified strictly in accordance with approved or accepted data, i.e. the
Maintenance Manual, Wiring Diagram, Structural Repair Manual, Approved Drawings or Approved
Engineering Orders. All parts, spares, tooling and materials used in rectification will be as specified by
the approved or accepted technical data and obtained from approved supply sources with appropriate
release documentation.
Page 10 - 2
CHAPTER – 11
SAFETY TRAINING AND

COMMUNICATION
AIESL/SMSM/001
MANUAL SECTION 11
SAFETY TRAINING AND
COMMUNICATION
11.1 SAFETY PROMOTION

An organization’s safety culture is linked to the success of its Safety Management training
programme. All personnel must understand the organization’s safety philosophy, policies, procedures
and practices, and they should understand their roles and responsibilities within that safety
management framework.
11.2 SAFETY TRAINING
SMS training will be ongoing program and can be conducted at any time, as per training need
requirement of the activity centre. Each activity in charge will be responsible to ensure that every staff
under each activity centre are trained under SMS and their training records are maintained with them.
SMS training will be carried out by AIESL Engineering Training Division/ Safety manager/ any other
instructor approved for imparting SMS training. The instructor imparting the SMS training would had
undergone five days ‘Train the Trainer’ – instructor techniques training and detailed SMS training.
Training will be carried out at each activity centre or MTO of AIESL (DEL, BOM, HYD, NAG, TRV,
CCU).
Safety Management System training is conducted in three levels:
1. Level 1: Detailed training to key position holders. Along with SMS and SPI training this training
includes risk assessment, hazard analysis, mitigation process, report generation, reporting system. The
duration of the training shall be 4-5days.
2. Level 2: Detailed SMS training to executives and certifying staffs. The duration of the training
shall be 1-2days.
3. Level 3: SMS AWARENESS TRAINING
One of the functions of safety management training is to create awareness of the objectives of the
Safety Management System of the organization and the importance of developing a safety culture.
During the training, visuals are shown of operations and maintenance hazards and methods of
mitigating the associated risks.
All staff of Air India Engineering Services Limited will be trained on SMS including Accountable
Manager, Executive Director of Engineering, CMM, Chief of Quality & Safety, Sr. Safety manager
should also ensure the organization system safety policies and objectives are understood by all staffs.
Training may be conducted by qualified instructor on SMS. Training can be conducted by instructor of
Airline or may be outsourced to Air India or AIESL or any other recognized training institute.
This training is given to all staff and includes the description of the Safety Management System, the
Safety definitions, the four components of the SMS and their elements; the company’s intended SMS,
the DGCA requirement on the four phases of SMS implementation, brief of the Safety Management
System Manual and reference to applicable DGCA and ICAO regulatory documents. After initial SMS
training, the SMS refresher training shall be organized for all above staff once in a two year. SMS
refresher training can be included as an additional part of any other refresher training course. The
Safety Department will maintain all the training records.
The training programme will specify safety training responsibilities, including contents, frequency,
validation and safety training records management. The contents should include the definition of
hazards, consequences and risks, the safety risk management process, including roles and
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SAFETY TRAINING AND
COMMUNICATION
responsibilities and, quite fundamentally, safety reporting and the organization‘s safety reporting
system. A training curriculum typically includes on overview of the elements of SMS and modules
that address:
a) Hazard Reporting;
b) Event investigation and analysis techniques;
c) Hazard Identification;
d) Risk Assessment and mitigation;
e) Audit Principles and methodology;
f) Communication Techniques;
g) SMS implementation, analysis and continual improvement;
h) Emergency response preparedness.
i) Safety policy and objectives
j) Importance of complying with the safety policy and with the procedures that form part of the
SMS,
k) Organisation Roles and responsibilities of staff in relation to safety,
l) Reporting accidents, incidents, and preventive hazards,
m) Feedback and communication methods for the dissemination of safety information,
n) Safety Audits,
o) Safety performance Indicator
p) Reactive , proactive and predictive method for hazard identification
q) Just culture, and
r) Safety promotion
AIESL SMS Division will ensure that:
a) Measure the effectiveness of training and to take appropriate action to improve subsequent
training.
b) Evaluate the individual’s competence and takes appropriate remedial action when necessary.
c) Training requirements are documented for each area of activity within the organization,
including areas where training requirement are not defined by regulations.
d) Analysis for the effectiveness of the training carried out for all staff and is regularly
reviewed.
e) An annual training plan is in place.
f) Training exercises and methods for all employees are kept current to reflect new techniques,
result of investigations, corrective actions and regulatory changes.
11.3 SAFETY COMMUNICATION

Communication is the most effective mode of safety awareness. Every incident/ accident needs to be
communicated in a proper format to the SAG so that effective decisions and policies can be discussed
and formulated. AIESL will participate in sharing safety information with relevant external industry
product and service provider or organizations and DGCA.
Hazards observed by any employee should be reported to the SRB/QRM through SAG, in order to
eliminate or mitigate the same in an effective manner, with a view to create awareness as well. Safety
audits and surveys are the methods by which risks/ hazards can be dealt with in an exhaustive mode
and safety standards can be improved multifold.
The SAG will issue bulletins and staff memo to address the various safety related issues or policies.
This will help in promoting safety awareness and updating of the staff on the many aspects of the
Safety Management System. Feedback will be taken at all levels to understand the progress of the
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MANUAL SECTION 11
SAFETY TRAINING AND
COMMUNICATION
Safety Management System and implementation status of any safety measures incorporated into the
system.
Currently, the reporting forms included in the AIESL’s Safety Management System manual are: 1.
Occurrence report form,
2. Mandatory and Voluntary reporting form/Hazard reporting form, 3. Confidential reporting form,
and 4. Action taken report.
These forms are placed in the Appendix of the Safety Management System Manual.
AIESL ensures the following for effective communication:
a) Ensures personnel are aware of the SMS to a degree commensurate with their positions.
b) Conveys safety critical information.
c) Explains why particular safety actions are taken to improve safety.
d) Explains why safety procedures are introduced or changed.
11.4 CONTROL OF CONTRACTED ACTIVITIES

1. Purpose
To ensure that the SMS requirements and standards are adhered to by sub-contractors/ Support
Services (Engineering Facilities Division) to whom the company gives maintenance or operation
contracts. If need be, audits are carried out on sub-contractors.
2. Scope
To establish the SMS requirements for sub-contractors / Support Services (Engineering Facilities
Division).
3. Responsibility
The Safety Head of Engineering, Production and Quality along with the concerned division dealing
with writing contractual agreements are responsible.
4. Records
Such records shall be preserved in the SMS Office, AIESL.
11.5 PHASE-WISE IMPLEMENTATION OF SMS

The chief of Quality & Safety and Sr. Safety Manager will ensure that phase – wise implementation of
SMS as per DGCA CAR SEC 1 SERIES C PART 1 is implemented in phase manner and continuously
followed for improvement in the organization.
11.6 JUST CULTURE

A policy to appropriately protect safety data, as well as the reporters of such data, can have a
significant positive effect on the reporting culture. Once it is clear that a report does not involve a
violation, and then allow for the de-identification and aggregation of reports so as to conduct
meaningful safety analysis without implicating personnel.
Because major occurrences may invoke processes and Procedures outside of the SMS, the relevant
State authority may not permit the early de-identification of reports in all circumstances. Nonetheless,
a policy allowing for the appropriate de- identification of reports dramatically improves the quality of
data collected.
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SAFETY TRAINING AND
COMMUNICATION
Air India Engineering Services Limited policy is for appropriately protecting safety data, as well as the
reporters of such data or hazard. Such Hazard reporting can have a significant positive effect on the
reporting culture. Once it is clear that a report does not involve a violation, then allow for the de-
identification and aggregation of reports so as to conduct meaningful safety analysis without
implicating personnel. The organization should follow the Just Culture to identify whether the hazard
identified or incident caused is due to error or a slip or a violation. If it is an error, practice for no
action should be inculcated in the organization culture and focus on its prevention action should be
given, and preventive action should be circulated and informed to all the stations, so as the same
incident can be prevented in future or at any other base. If, it is found that purposeful violation is
carried out by an individual, then action as per defined company code of conduct should be taken, so
that it is not repeated in the future.
AIESL SMS Division ensures that:

a) Policies and procedures to support just culture are established and documented. Such policies and
procedures include:
i) Mandatory and voluntary reporting systems; and
ii) Staff management including disciplinary procedures.
b) Senior management is also familiarized with the principles and practice of Just Culture and shall
incorporate a structured strategy for its development as part of the SMS implementation.
Page 11 - 4
CHAPTER – 12
CONTINUOUS IMPROVEMENT
AND SMS AUDIT
AIESL/SMSM/001
MANUAL SECTION 12
AND SMS AUDIT
12.1 CONTINUOUS IMPROVEMENT OFSMS

Continuous improvement of the SMS through proactive evaluation of facilities, equipment,
documentation and procedures will be done on a regular basis. Proactive evaluation of individual’s
performance, reactive evaluations in order to verify the effectiveness of the system for control and
mitigation of safely risks will be performed to achieve improvement.
Responsibility for continual improvement of the SMS lies with the Heads of Production, Sr. Safety
Manager and Chief of Quality & Safety.
The process will be developed with the implementation and after gaining experience of the Safety
Management System.
Continuous improvement of the SMS thus aims at determining the immediate causes of below
standard performance and their implications in the operation of the SMS, and rectifying situations
involving below standard performance identified through safety assurance activities. Continuous
improvement is achieved through internal evaluations, internal and external audits.
Internal evaluations involve the evaluation of the operational activities of the organization as well as
the SMS-specific functions. Evaluations conducted for the purpose of this requirement must be
conducted by persons or organizations that are functionally independent of the technical process.
Being evaluated (i.e. a specialist safety or quality assurance department or another sub-organization as
directed by senior management). The internal evaluation function also requires auditing and evaluation
of safety management functions, policymaking, safety risk management, safety assurance and safety
promotion. These audits provide the management officials designated responsibility for the SMS to
inventory the processes of the SMS itself.
External audits of the SMS may be conducted by the regulator, code-share partners, customer
organizations, or other third parties selected by the organization. These audits not only provide a
strong interface with the oversight system but also a secondary assurance system.
12.2 SAFETYAUDIT
1. Introduction
Audits are one of the principal methods for fulfilling the safety and quality performance monitoring
function. They are core activities of the safety management system (SMS) as well as Aviation Quality
Management. Audits may be performed by an external audit authority, such as State regulatory
authority, parent airlines’ auditors, sub contractors, QMS, FSD, corporate SMS or they may be carried
out internally by trained safety or quality personnel.
AIESL will fulfill all the regulatory and company requirements for maintaining the safety standards.
2. Safety Audit
Safety Audit will be the part of AIESL quality audit procedures and system, which is also covering the
scope of SMS and is stated in chapter 3.1of AIESL MOE.
Trained Quality & Safety Personnel will be carrying out the Internal Audits at various activity center
as per the approved Audit Plan.
Quality &Safety audits will be conducted regularly, following a cycle that ensures each functional area
is audited as a part of AIESL Quality &SMS plan for evaluating overall safety performance. Quality
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AIESL/SMSM/001
MANUAL SECTION 12
AND SMS AUDIT
&Safety audits will entail a periodic detailed review of the safety performance, procedures and
practices of each department or tenant with safety responsibilities in QRM/SRB. Thus, in addition to
an organization-wide audit plan, a detailed audit plan will be prepared for each individual
department/tenant.
Quality &Safety audits go beyond just checking compliance with regulatory requirements and
conformity with the organization‘s standards. The audit team will assess whether the procedures in use
are appropriate and whether there are any work practices that could have unforeseen safety
Consequences.
The criteria against which the audit will be conducted will be specified in advance. Checklists will be
used to identify what is to be reviewed during the audit in sufficient detail in order to ensure that all
intended tasks and functions are covered. The extent and elaboration of the checklists will depend on
the size and complexity of the area being audited.
For an audit to be successful, the cooperation of the personnel of the unit or section concerned is
essential. The safety audit programme will be based on the following principles:
A. The objective is to gain knowledge. Suggestions of blame or punishment will be counter-
productive.
B. The Auditee should make all relevant documentation available to the auditors and arrange for staff
to be available for interview as required.
C. Facts will be examined in an objective manner.
D. A written audit report describing the findings and recommendations will be presented to the unit or
section within a specified period.
E. The staff of the unit or section, as well as the management, will be provided with feedback
concerning the findings of the audit.
F. Positive feedback will be provided by highlighting in the report the good points observed during the
audit.
G. While deficiencies must be identified, negative criticism is to be avoided as much as possible.
H. A Plan to resolve deficiencies from the Auditee is required.
12.2.1 SPOT CHECK
Frequent Spot Checks will be carried by the Safety Engineers at the Activity Centre covering the
scope as stated below:
A. The Structure of the SMS is sound on terms of appropriate levels of staff; compliance with
approved procedure and instruction, and satisfactory level of competency and training to operate
equipment and facilities and to maintain their levels of performance;
B. Equipment performance is adequate for the safety levels of the service provided;
C. Effective arrangements exist for promoting safety, monitoring safety performance and processing
safety issues; and
D. Adequate arrangements exist to handle foresee able emergencies.
Audit & Spot Check reports will be forwarded to respective Area In-charge and Activity Centre In-
Charge for timely action the corrective & preventive action for the finding.
Page 12 - 2
CHAPTER – 13
SMS RECORDS MANAGEMENT

AIESL/SMSM/001
MANUAL SECTION 13
SMS RECORDS MANAGEMENT Issue-2 Rev-0 01SEPT2017
13.1 SMS RECORDS MANAGEMENT

13.1.1 Safety Data Collection and Processing System (SDCPS):
Air India Engineering Services Limited will maintain Safety Data Collection Processing System
(SDCPS) which will refer to databases as per DGCA guidelines given in CAR Section 1, Series C,
Part 1) schemes for exchange of information, and recorded information and include, but not limited to:
a) Records/evidence/minutes pertaining to Permanent Investigation Board (PIB), Aircraft Accident

Investigation Bureau (AAIB) will be recorded & preserved
b) By Quality & Safety office of AIESL.
c) Mandatory incident reporting system.
d) Voluntary incident reporting system.
e) Data/information captured from DGCA Oversight (regulatory audits/surveillance/ spot checks, etc.)
f) Self-disclosure reporting systems, including automatic data capture systems, - All Directorates of
DGCA, Airlines and other contracted agencies.
It will be the responsibility of the Safety Engineer of AIESL, safety information to apply all possible
protection regarding the disclosure of the information, unless:
a) There is a consent of the originator of the information for disclosure; or

b) There is a reason that release of safety information is in accordance with the principles of
exception.
13.1.2 Principles of Protection:

a) The Safety information or data maintained by AIESL will qualify for protection from
inappropriate use according to specified conditions that will include, but not necessarily be limited to,
collection of information for explicit safety purposes and disclosure of such information would inhibit
its continued availability.
b) The Safety information shall not be used in a way different from the purposes for which it was
collected.
c) The sole purpose of safety information shall be for improving aviation safety.
13.1.3 Principles of Exception:

Exceptions to the protection of safety information shall only be granted when:
a) DGCA considers that circumstances reasonably indicate that the occurrence may have been caused
by conduct with intent to cause damage or conduct with knowledge that damage would probably
result, equivalent to reckless conduct, gross negligence or willful misconduct.
b) Review by DGCA determines that the release of the safety information is necessary for the proper
administration of justice, and that its release outweighs the adverse domestic and international impact
and such a release may have on the future availability of safety information.
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AIESL/SMSM/001
MANUAL SECTION 13
13.1.4. Public Disclosure:

Subject to the principles of protection and exception outlined above, any person seeking disclosure of
safety information will justify its release. Formal criteria for disclosure of safety information shall be
established to include, but not necessarily be limited to, the following:
a) Disclosure of the safety information is necessary to correct conditions that compromise safety
and/or to change policies and regulations.
b) Disclosure of the safety information does not inhibit its future availability in order to improve
safety.
c) Disclosure of relevant personal information included in the safety information complies with
applicable privacy laws.
d) Disclosure of the safety information is made in a de-identified, summarized or aggregate form.
13.2 COLLECTING AND STORING OF SAFETY DATA
All safety data are stored in hard and electronic form in the Safety Manager Office. Frontline
personnel, such as AMEs/ maintenance technicians, are exposed to hazards and face challenging
situations as part of their everyday activities. An operational reporting system provides such personnel
with a means to report these hazards or any other safety concerns so they may be brought to the
attention of relevant managers. To build confidence in the process and encourage more reporting, an
acknowledgement for each report is essential. An effective system provides for a review and analysis
of each report to determine whether a real safety issue exists, and if so, ensure development and
implementation of appropriate action by responsible management to correct the situation.
A confidential safety reporting system has been implemented in maintenance operations that
encourages and facilitates the reporting of events, hazards and/or concerns resulting from or associated
with human performance in maintenance operations.
A confidential safety reporting system is considered a proactive hazard identification activity in an
SMS.
The specified confidential safety reporting system is sometimes referred to as a Confidential Human
Factors (or Incident) Reporting System. In confidential safety reporting system AIESL assures:
 absolute protection of a report submitted by any individual;
 The level to which individuals within the organization exercise their freedom to report actual or
potential unsafe conditions or occurrences.
There is a difference between confidential reporting and anonymous reporting. Confidential reporting
is the preferred system because it permits feedback to the reporter in response to the report. Not only is
the reporter entitled to an explanation, but also such feedback provides excellent incentive for the
submission of future reports. The effectiveness of a confidential safety reporting system is determined
by a basic requirement for safeguarding safety and risk information. Typically, individuals will
continue to provide information only when there is confidence that such information will be used only
for safety purposes and will never be compromised or used against them. An effective confidential
safety reporting system might typically include:
 A process that provides absolute protection of confidentiality;
 An articulated policy that encourages reporting of hazards and human errors in operations;
 A shared responsibility between the individual flight and cabin crew members (or, if applicable,
respective professional associations) and the organization to promote a confidential safety reporting
system;
 A process for secure de-identification of confidential reports;
 A tracking process of action taken in response to reports;
Page 13 - 2
AIESL/SMSM/001
MANUAL SECTION 13
 A process to provide feedback to their porter;

 A communication process for ensuring maintenance as well as other relevant personnel is informed
of potential operating hazards through dissemination of de-identified report information.
Collection of data
 Collection boxes are placed at every activity center.
 Any engineering personnel observes an unsafe condition, event, circumstances or safety hazard in
maintenance operation, should fill the suitable forms available with activity center in-charge/Safety
Manager/ Safety Engineer.
 An individual may submit report on plain paper if he desires so.
 All such reports made should be put in the collection boxes.
 Any hazard identified to carry high risk factors must be informed to the Safety Manager
immediately.
 Safety Engineer is responsible for collection of the reports from collection boxes every fortnightly
 All Confidential reports are de-identified on receipt and kept in sealed envelopes marked as
‘Confidential’ at a secured place.
 For traceability of report and action taken on it, a tracking number is assigned to every report
received by safety management cell. (Eg: ENGG/SMS/WR/123……………..)
 On line reports related to maintenance operation, received from flight safety department and the
Office of the Chief of Quality & Safety/ Safety Manager is also assigned a tracking number in the
similar way by safety management cell.
 All the reports are sent to safety management cell for risk assessment and mitigation.
 Safety Engineer is responsible for ensuring protection of confidentiality and securing de-
identification of the reports.
 All reports and related records are preserved.
 Incident/ Accident/ occurrence reports of the region are received from Delay Defect Investigation
cell by Safety Management Cell for safety assurance.
 Any hazard identified during scheduled/ unscheduled audit is sent for analysis to the office of the
Safety Engineer.
 Data from other sources egg: initial hazard list based on historical data gathered from proactive,
reactive and predictive methodologies, other operator experience, manufacturer/ venders feedback,
audit reports (external and internal) etc. are collected by safety management cell for safety
assurance.
Page 13 - 3
CHAPTER – 14
MANAGEMENT OF CHANGE
AIESL/SMSM/001
MANUAL SECTION 14
MANAGEMENT OF CHANGE Issue-2 Rev-0 01SEPT2017
14.1 MANAGEMENT OF CHANGE

A formal process to manage changes within an organization in a systematic manner, so that changes
which may impact identified hazards and risk mitigation strategies are accounted for, before the
implementation of such changes is referred to Change of Management.
a) AIESL will develop and maintain processes by analyzing the risk and carrying out risk analysis for
identifying changes, which may affect the level of safety risk associated with its aviation products or
services and to identify and manage the safety risks that may arise from those changes.
b) AIESL will assess the risks associated with significant changes in terms of the criticality of the
affected systems, equipment and activities to aviation safety.
14.1.1 THE PROCESS FOR MANAGEMENT OFCHANGE
1. Purpose
To define the process for management of change within the organization
2. Scope
To identify changes within the organization that may affect established processes and services.
3. Responsibilities
The Heads of Production, Sr. Safety Manager/ Safety Manager and the Chief of Quality &Safety are
the key stake holders involved in change management process.
4. Procedure
A. AIESL as part of its safety assurance system in maintenance operation maintains a formal process
for management of change. Changes include introduction of new equipment, changes to facilities or
scope of work, introduction of new aircraft, new contracted services and new procedures or changes
within the organization. Safety assessment is carried out prior to implementing the changes to ensure
that the proposed changes shall not affect the safety. Preventing measures shall be taken such as
imparting adequate training to its personnel or creating awareness through communication e.g.
circulars/ notices etc., before implementing changes. The proposed change may also require
modifications in the existing procedures, in such cases, the effect of the changed procedures shall be
studied in the light of its inter-dependence on other departments / production units. Final procedures
shall be circulated to all relevant departments.
B. Safety Review Board (SRB/QRM/QRM) meeting- All proposed changes shall be discussed in the
SRB/QRM/QRM Safety Review Board, which will address arrangements to ensure safety performance
prior to implementing the changes. The recommendations of the Safety Review Board must be
implemented before initiating the change.
C. Implementation by Safety Management Group (SAG) – The decisions on proposed change is

translated into action by the SAG.
5. Records
Records will be maintained in the SMS Office, at AIESL and at the affected Work Station.
Page 14 - 1
AIESL/SMSM/001
MANUAL SECTION 14
MANAGEMENT OF CHANGE Issue-2 Rev-0 01SEPT2017
14.2 INTERFACE MANAGEMENT

AIESL SMS Division will ensure that:
a) The Safety policy for establishing safety accountability and authority flow between their service
provider and the sub-contractor;
b) The sub-contractors/ parent airlines (Air India and its subsidiaries) has a safety reporting system
commensurate with its size and complexity that facilitates the early identification of hazards and
systemic failures of concern to the service provider, Airlines and Aircraft Maintenance Organization
(AMO) pertaining to airlines should be shared with AIESL.
c) AIESL SMS Division will ensure safety/quality indicators of sub-contractors/ parent airlines are
monitored for safety performance are developed, where appropriate;
d) AIESL as a part of safety promotion process, will ensure that sub-contractor employees are
provided with the organization’s applicable safety communications; and
e) Any sub-contractor roles, responsibilities and functions relevant to the AIESL or Air India
emergency response plan are developed and tested.
Page 14 - 2
CHAPTER – 15
EMERGENCY/ CONTINGENCY RESPONSE

PLAN
AIESL/SMSM/001
MANUAL SECTION 15
EMERGENCY/ CONTINGENCY
RESPONSE PLAN
15.1 EMERGENCY / CONTIGENCY RESPONSE PLAN (ERP)
Successful response to an emergency begins with effective planning. An emergency response plan
(ERP) provides the basis for a systematic approach to managing the organization’s affairs in the
aftermath of a significant unplanned event.
Air India Engineering Services Limited will follow the Emergency Response Plan (ERP) as per
Corporate Emergency Management Manual and Emergency contact list of Air India, covering the scope
and complexity of AIESL as its subsidiary for the central management and coordination of all activities
in respond to a major aircraft accident or other type of adverse event that results in fatalities, serious
injuries, considerable damage and/or a significant disruption of aircraft operations. AIESL’s ERP will
be properly coordinated with ERPs of customer/ third party organizations and it will interface with their
ERP during the provision of its products and services. Safety Engineer at the activity center will
coordinate with Air India and customer/ third party organizations nodal officer in any case of any
emergency, in keeping the information and process involved being regularly informed to Sr. Safety
Manager/ Safety Manager.
The purpose of an emergency response plan is to ensure that there is:
1. Orderly and efficient transition from normal to emergency operations;
2. Delegation of emergency authority;
3. Assignment of emergency responsibilities;
4. Authorization by key personnel for actions contained in the plan;
5. Coordination of efforts to cope with the emergency; and
6. Safe continuation of operations, or return to normal operations, as soon as possible.
To be effective, an ERP should:
1. Be relevant and useful for the people who are likely to be on duty at the time of an accident.
2. Include checklists and quick reference contact details of relevant personnel.
3. Be tested periodically or at least once in a year through exercises (mock drills) as a part of Air
India Emergency Response planning (Reference Air India Emergency Management Manual Chapter
3, Para 3.1.4), will be followed in the combined exercise carried out at the activity center by Air
India Emergency Response Cell covering the scope of AIESL as its subsidiary.
4. Be updated when details change.
5. Be communicated and distributed to relevant personnel and authority.
6. Have easy access to key personnel at all times.
The coordination procedure:
1. The Safety Engineer will coordinate the Emergency Response Planning & Management/ The Safety
Engineer will be trained and has the necessary authority to manage and be responsible for the
development, implementation and maintenance of the Corporate ERP.
2. The station is equipped with ERP (Emergency Response Plan), with Telephone Numbers and contact
details of Aerodrome Authorities, Fire Services, Medicals etc.,
3. Upon information of an emergency, the AME / Sections In charge will check reference documents
like Emergency Response Check List and Procedures and arrange action in a coordinated manner.
4. Immediate information will be sent to Safety Engineer identified for the activity center.
For each activity center/ station, emergency response plans, it shall be ensured that such individual plans
are coordinated with the overall corporate emergency response plan under the CMM & Safety Engineer
of respective activity center – In case of any Emergency, Chief of Quality & Safety, Sr. Safety Manager,
CMM, respective Manager / Departmental Head will be informed by the Safety Engineer. Further Sr.
Page 15 - 1
AIESL/SMSM/001
MANUAL SECTION 15
EMERGENCY/ CONTINGENCY
RESPONSE PLAN
Safety Manager/Safety Manager will be responsible for making final action plan in consultation with
Chief of Quality & Safety, Executive Director Engineering and informing the same to Accountable
Manager, CMM of the activity center, Safety Engineer, Emergency response cell. Safety Engineer will
liaison with Air India officer of Centralized Emergency Response Cell at Mumbai.
The Air India Officer – Emergency Response Planning & Management ensures the ERP includes
provisions for the appropriate coordination with the emergency response plans of other applicable
organizations relevant to the particular event or crisis.
In addition to it, Maintenance control center will liaison with the station, if required and will try to get
the details of Accident and Serious Incident and will pass all the information to Chief of Quality &
Safety and Sr. Safety Manager.
Each activity centre should have Emergency Exit plan displayed in the centre.
In case of any emergency, following flow chart for immediate transfer of information will be followed
under Emergency Response Planning.
Air India Head of

Emergency Emergency
Response Cell Response Cell,
Coordinator Air India
Accountable
Manager,
AIESL
Safety Engineer Safety Manager/
of Activity Sr. Safety Chief of Quality
Centre Manager & Safety &
DGCA HQ &
Safety
RAO
ED Engineering
AIESL/Air India/
CMM Activity
AASL/ Air India
Centre
Express/ Third Party
Evacuation of
Aircraft and
Hangar
AIESL SAFETY AND ERP FLOWCHART
Page 15 - 2
CHAPTER – 16
APPENDICES
AIESL/SMSM/001
MANUAL SECTION 16
APPENDICES Issue-2 Rev-0 01SEPT2017
Appendix A
Accident/ Incident/ Occurrence Report Form
Reference No:
Date: Reporting Station:

Type of Event Accident/ Incident/ Occurrence
Date of Occurrence
Reg. No: Flight No: Sector:
Aircraft Details
Pilot: AME:
Station: Location:
Description of Event
Consequences
Action Required/ Taken
Primary Reason
Hazard Identified
Name Staff No Sign
Reported By
Designation Email ID: Ph. No:
(Below to be filled by SMS Division)
Chances of a similar occurrence happening again: (PROBABILITY)

Extremely
Improbable Remote Occasional Frequent
Improbable
2 3 4 5
1
Risk Involved
Worst possible consequence if happen again: (SEVERITY)
Negligibl
Catastrophic Hazardous Major Minor
e
A B C D
E
Risk Factor
Repeatability
Page 16 - 1
AIESL/SMSM/001
MANUAL SECTION 16
Appendix B
VR Form / HIR Form
Reference No:

Station: Location:
Aircraft Details
Pilot: AME:
Type of Hazard Aircraft /Electrical/ Mechanical/ General
Hazard Description
Repeatability
Action Suggested
(Below To be filled by SMS Division)

Extremely
Improbable
2 3 4 5
1
Risk Involved

A B C D E
Risk Factor
External Agency
Yes/ No
Involvement Required
Forwarded To:
Date:
(For Action)
Note: Action Taken Report per Appendix D to be attached by the Safety Engineer.
Reportee Details (For Feedback):
Name:
Email: Mob No:
Designation: Employee/Staff No. :
Page 16 - 2
AIESL/SMSM/001
MANUAL SECTION 16
Appendix C
Confidential Reporting Form
Reference No:
The information supplied in this form will only be used to enhance safety. You may choose to not provide
your name. If you do provide your name, upon receipt of this form your name and position will be removed
and discarded. Under no circumstances will your identity be disclosed to any person without your express
permission.
When you have completed your part of the form, it should be given to the SMS office/ Safety Manager. It
may also be dropped in the drop boxes provided for the purpose at various locations.

Station: Location:
Aircraft Details
Pilot: AME:
Type of Hazard Electrical/ Mechanical/ General/ Aircraft
Hazard Description
Repeatability
Action Suggested
(Below to be filled by SMS Division)
Chances of a similar occurrence happening again: (SEVERITY)

Extremely
Improbable
2 3 4 5
1
Risk Involved
Worst possible consequence if happen again: (PROBABILITY)

A B C D E
Risk Factor
External Agency
Yes/ No
Involvement Required
Forwarded To:
Date:
(For Action)
Note: Action Taken Report per Appendix D to be attached by the Safety Engineer.
Page 16 - 3
AIESL/SMSM/001
MANUAL SECTION 16
Appendix D
Action Taken Report

(To be filled by SMS Division)
In Reference to Report No: Dated:
Referred To: for action.

Signature: Date:
Responsibility for Action:
Resources Required:
Root Cause:
Corrective Action:
Preventive Action (If any):
Forwarded to SAG for review & Closure: Satisfactory/Unsatisfactory
Signature: Date:
Revised Risk Assessment:

Extremely
Improbable
2 3 4 5
1
Risk Involved
A B C D E
Revised Risk Factor
Appropriate feedback given to Reportee: Yes/No Date:
Page 16 - 4
AIESL/SMSM/001
SECTION 16
Appendix E
Voluntary Report/ Hazard Identification Report Log (Sample)
ID ORIGIN SOU LOCA DAT E FUNCTI HAZAR D WORST EXISTI OUTCOME PRE- ADDITI OUTCOME POST- ACTI O DEAD STATUS REV
ATOR RCE TION ADD ONAL DESCRI CREDIBLE NG MITIGATION ONAL MITIGATION ON W LINE AND IEW
ED TO AREA PTION EFFECT CONTR SEVE LIKELI RISK RISK SEVE LIKELI RISK N COMPL PERIOD
HAZ AND OLS RITY HOOD TOLER CONTR RITY HOOD TOLER ER ETION
LOG REASO N (DEFE ABLE? OLS ABLE? DATE
NCES) (RISK
MITIGA
TION
STRATE
GY)
R Anony HIR Delhi 04- Line Compone Unauthorize IT 2 3 Yes Genera 2 1 Yes TC Dy. 28. 25.8.20 Q3 -
O mous 08- Maintena nt lying d part MRO l Circular to be Q 8. 17 201
- 201 nce without installation System to be issue M 201 7
0 7 identificati will issued d 7
on Tag
1 issue reminding
alert person s
to use
identificati
on tags
and not to
install
items
without
tag
Page 16 - 5
SAFETY MANAGEMENT SYSTEM AIESL/SMSM/001
MANUAL SECTION 16
Appendix F
SAFETY GUIDE
OCCUPATIONAL, HEALTH & ENVIRONMENT

Safety is defined as a positive organized activity or program based on knowledge towards interaction
between humans and their working environment, which aids business enterprise by minimizing human,
economic, sociological losses caused by injuries, health impairment, fires, explosion and other occupational
accidents. It is the combination of proper planning of work, proper usage of safety tools, exercise of good
judgment and intelligent supervision. Majority of the accidents are preventable.
Fundamentals of safety:
 Prevention of accident requires whole hearted co-operation of all employees of the organization. A capable
& mentally alert employee will avoid accidents.
 A careless man is a liability to the organization. He is dangerous to himself, his fellow workers, the public
and the organization.
 Accidents do not just happen. Accidents are the result of unsafe acts or unsafe conditions or a combination
of both.
1. COMMON UNSAFECONDITIONS:
 Unguarded floor openings, excavation and machines, exposed live circuits.
 Improper illumination such as insufficient light or unsuitable location producing glare or objectionable
shadow.
 Unsafe design and construction such as poor scaffolding and structure. Structures like platforms should
have large safety factors and their construction and design in general should incorporate safety features.
 Unsafely arranged, poor housekeeping, congestion, blocked exists, etc.
 Inadequate thermal insulation of hot parts.
 Inadequate electrical insulation of high voltage lines /equipment.
 Improper grounding of electrical equipment.
 Working in inebriated condition (under influence of liquor).
2. COMMON UNSAFEACTS:
 Opening and closing of switches without authority or warning, operating hoists and trucks without warning,
failure to place warning signs or signals where needed.
 Working unsafely such as throwing materials or tools at another worker, jumping from vehicles and
platforms or unnecessary haste.
 Making safety devices inoperative.
 Using unsafe equipment, wrong tools for the job or using hands instead of hand tools.
 Working on live electrical equipment that could conveniently be de-energized.
 Taking unsafe position or posture too close to opening and lifting while in awkward position.
 Distracting, teasing, practical joking, horse play, quarrelling or annoying.
 Failure to use safe clothing or protective equipment such as failure to use gloves, safety belt, earplugs etc.
3. COMMON FACTORS IMPENDINGSAFETY:
 Poor maintenance of machines and equipment.
 Poor working conditions or non-usage / misuse of safety guard devices and equipment.
Page 16 - 6
MANUAL SECTION 16
 Aging of machines.
 Improper design and layout of plant, building, machinery &equipment.
 Poor electrical insulation & grounding of high voltage lines /equipment.
 Improper selection of tools, machines, material, vessels, equipment and products.
 Improper methods and procedures.
 Lack of inspection, supervision & training for safety.
 Lack of awareness of safety.
 Reluctance to use personal protective equipments.
 Indiscipline, laziness, disobedience for safety rules for any reason.
 Insufficient knowledge, qualification and training for the job.
 Improper attention or judgment on matter of safety.
 Working for long hours on overtime.
 Compromising safety for production.
 Human factors like family problems, feeling of injustice, worries, tension, psychological disorders etc.
 Non-cooperation to the management to carry out regular as well as emergency safety duty for safe close
down or safe running of the plant and process to avoid accidents.
4. GENERAL SAFETY INSTRUCTIONS TO BEFOLLOWED:
Definite responsibility of an employee is to act so as to provide safety to himself, safety to his fellow
employees, protection to the public & protection of the organization property. He is expected to study the
safety manual, familiarize himself with its contents and apply them to work. Ignorance of rules and
regulations will result in accidents to himself and his co-workers. Whenever in doubt regarding any rule
and regulations, he should consult his foreman or supervisor. Before attempting any work under conditions
that he considers to be unsafe, he is required to bring them to the attention of the Person-in-charge of the
work and seek his advice. It will be duty of every employee to report promptly to his supervisor any
dangerous or improper condition of the equipment he notices. It will be the duty of the supervisor staff to
point out all anticipated hazards to employees.
5. PERSONALCONDUCT:
Use of intoxicating liquor while on job is strictly prohibited. No employee shall report for work while he is
under influence of liquor and no supervisor shall knowingly permit a man to go to work while he is under
the influence of liquor. Practical joking and horseplay while on the job is strictly prohibited. No employee
shall distract the attention of another worker from his job unless he thinks that the worker is doing
something which is dangerous to his person, other workman or the equipment. Any employee who
endangers his own or other’s safety by violating the following requirements of personal conduct shall
render himself liable to disciplinary action.
 Practice good housekeeping at workplace.

 Maintain floor surface in smooth non-slippery condition and free from pits or projection, which might
cause tripping.
 Do not allow loose material or object over which men may trip to remain on the floor surface.
 Do not use wire with poor insulation.
 Ensure that all trestles or ladders are firmly secured and maintain in a sufficiently tight condition to
prevent turning or other motion.
 Eliminate all process shortcuts.
Page 16 - 7
MANUAL SECTION 16
 Wear recommended personal protective equipment while carrying out any job.
 Keep inflammable articles away from electrical apparatus.
 Disconnect the supply immediately in case of fire on or near electrical apparatus.
 Turn your face away whenever an arc or flash occurs.
 In case of accident, remove the casualty from the cause, render first aid and send for doctor or take the
casualty to the medical center.
 Report all accidents whether minor or major, fatal or non-fatal, departmental or non- departmental
immediately to the person in-charge.
6. SAFETY WITH DANGEROUS EQUIPMENT/PROCESSES:

A. Mechanical Hazard:
All the moving machinery, belt drive, pulley, shaft, projection on rotating parts are properly guarded and
each machine is displayed with its specific warning / caution. The personnel are warned to exercise caution
while working with high pressure and high flow air.
B. Electrical Hazard:
All wirings are through conduits or otherwise protected and all equipments are done with proper earthing.
Switches, fuses, C.B’s and other control devices are suitably identified so that their open or closed position
are recognized as also the circuit they control.
C. Chemical Hazard:
Various chemicals, used in different activity centers are highly toxic and inflammable. Using branded fluid,
wearing gas musk, keeping solvents covered are adopted to minimize chances of personnel injury.
Serviceable ‘Eye Washer’ is a must for an activity center dealing with chemical agents.
D. Hoist &Lifts:
 Max load capacity to be marked clearly on the equipment and must not be exceeded.
 The equipment is to be properly maintained and thoroughly examined by a competent / authorized person
once in six months.
E. Pressure Vessels:
 Any pressure vessel must be fitted with safety valve, pressure gauges, drain valve and isolating shut off
valves.
 Maximum working pressure and last date of inspection is to be marked on these vessels.
 A pressure vessel is to be properly maintained and thoroughly examined by a competent/ authorized person
as below:
 Internal inspection for corrosion – once in a year.
 Hydrostatic test - once in four years.
F. Grinding / Glazing Of Metal:
 Use appropriate hood to intercept liberated dust / debris must be provided.
 A duct and a fan to produce a draught sufficient to extract the dust / debris must be provided.
G. Grit Blasting:
 Blasting shall not be done except in a blasting enclosure. Every door, aperture and joints of enclosure shall
be closed airtight while blasting is performed. No leakage of dust is allowed.
 Where abrasive compound is recovered for reuse, dust separating apparatus must be efficient enough to
minimize dust inhalation hazard to the operator
 Efficient ventilation shall be provided for extracting dust from blasting enclosure.
Page 16 - 8
MANUAL SECTION 16
 Protective appliances should be maintained in clean condition.

H. Operating Aircraft Engine/ Moving Aircraft:
Operation of a jet engine is dangerous. Following dangerous conditions can occur from an operating
engine:
 Very strong suction at the front of engine can pull persons and unwanted materials/carts into the air inlet.
 Very hot high speed gases go rearward from the turbine exhaust nozzle. Exhaust from engines of taxiing
aircraft on a turn can cause serious injury to unsuspecting by standers.
 The fan exhaust at high thrust has very high speed.
 When the thrust reverser is extended the fan exhaust goes forward while the turbine exhaust goes rearward.
 Exposure to engine noise can damage hearing of a person standing close.
 Adequate protective equipments like communication equipment, engine guards and aircraft chocks, ear
defenders are to be used while engine ground testing is carried out.
 Instructions given in maintenance manuals are to be strictly followed for safe maintenance activity.
I. Handling of Compressed Air:
Compressed air is explosive in nature. Adequate precaution must be taken to prevent serious personal
injury while working with high pressure air. Leaking high pressure air will impinge at high speed and is
capable of piercing human skin or cause damage to eyes and ears through explosion / shrill noise.
Safety guidelines:
 Check the due date for annual maintenance of the test rig /equipment.
 Check all lines / hoses for satisfactory condition / due date for pressure testing.
 Check pressure gauges for due date of calibration.
 Check all pipeline connections for tightness and absence of leaks.
 Check condition of clamps and adapters that holds the components on the rig.
 Apply correct torque on the clamp bolts while mounting component on rig.
 Always operate regulators smoothly to ensure slow pressure rise.
 Check grouted guard / deflector are in place.
 Safety glasses and gloves must be used. Sound barrier for protection of ear is must for prolonged handling
of compressed air.
 Medical assistance must be readily available.
J. Handling Of Compressed Oxygen:
Compressed oxygen is highly inflammable and explosive. Independent room with flameproof electric
wiring and illumination is must for handling compressed oxygen. Oxygen pipes bear distinct identifying
green colour.
High level of cleanliness is to be maintained. Oil, grease must not be allowed in the room. Warning placard
“No naked flame permitted” will be displayed.
K. Electroplating / Chromic Acid Treatment:
 Exhaust apparatus are to be located near the point of vapor or spray generation.
 Floor of the area should be level.
 Employees are to be provided with water proof aprons, loose fitting rubber gloves &rubber footwear.
 Suitable cautionary placard highlighting health hazard must be displayed.
Page 16 - 9
MANUAL SECTION 16
 Suitable ointment and impermeable waterproof plaster is to be made available.
 Employees must undergo periodic medical examination. Hands and arms of the employees are to be
examined periodically and any manifestation has to be recorded and treated.
L. Handling Of Cleaning Solvents/Agents:
Most of the cleaning solvents are highly flammable until completely dried up. Hence they are hazardous.
 Keep containers closed when not in use.
 Use cleaning agents only in adequately ventilated areas.
 Use protective clothing and gloves while handling cleaning agents.
 Avoid prolonged breathing of vapors and repeated contact with skin.
 Always use the recommended solvents for cleaning materials / parts. Refer appropriate maintenance
manual for selecting appropriate solvent for any aircraft part. Surface erosion
/ Damage of the parts being cleaned may occur if improper agents are used.
M. Handling Of Lead Containing Compounds:
 Adequate exhaust arrangement to be placed near the fume generation point.
 Adequate washing facility is to be provided.
 Employee must wear suitable protective overall and head covering.
 The employee must undergo periodic medical examination.
 No eatables shall be permitted to be consumed or exposed in the area.
N. Handling Of Corrosive Substance: (Acids, Chlorine, Bromine, Ammonia, Alkalies etc.)
 Suitable fire extinguishers are to be provided.
 Appropriate cautionary placard must be displayed.
 Separate areas are to be used for chemicals that will violently react with each other or give rise to
poisonous fumes or gases after accidental mixing.
 Appropriate lifting or tilting device shall be used for emptying jars or containers. Bare hands must not be
used for handling. Instead suitable scoop is to be used.
 Flooring must be corrosion and fire resistant, impervious to water, sloped to prevent water collection and
continuously maintained in clean condition.
 Employees must be provided with protective wars for hand and feet, face
shields, chemical safety goggles and suitable respirators.
 Quick acting water discharge tanks must be provided so that injured person can be flooded with water.
O. Protection of Eyes
 Suitable goggles / screens that are designed to save eyes from liberated fragments of materials are to be
used by persons engaged in following activities.
 Dry grinding, external / internal cutting of materials, manual working with hand tools like chisels or power
tools like drills, Breaking / dressing stones or concrete.
 Suitable goggles / screens that are designed to save eyes from dangerous wave lengths of light produced
during following processes.
 Metal cutting or welding with electric arc, oxy-acetylene or oxy-hydrogen or similar processes.
 Suitable facilities for eye wash are to be provided close to workplace where there are chances of spray of
toxic chemicals like Skydrol are present.
Page 16 - 10
AIESL/SMSM/001
SAFETY MANAGEMENT
P. Protection from High Noise:

Noise exposure limits – Permissible level of exposure in case of continuous noise for8hour of working
hours is 90db. Period of exposure will be reduced by half an hour for every 5db increase of noise
level. No continuous exposure beyond 115db is permitted.
In case of noise impulses, 140db maximum level is allowed but will be limited to maximum
100impulses per day. Suitable ear defender shall be provided to attenuate the noise within prescribed
limits of exposure. Hearing conversation program and periodic audiometric surveys for all employees
exposed to high noise shall be implemented.
Q. Protection from Dust &Fume:
Measures to prevent accumulation and inhalation of dust / fumes generated during processed shall be
taken to protect the health of the employee. If any exhaust appliances is necessary for the purpose, it
shall be applied as near as possible to the point of origin of the dust, fume or other impurity and such
point shall be enclosed as far as possible.
The exhaust from stationary internal combustion engines shall be led out into the open air to prevent
accumulation of fumes inside the workplace.
Precautions:
 To allow egress of dangerous fumes from a chamber, vat, tank, pit, pipe or any other confined space, a
manhole of at least 40cms diameter shall be provided.
 If presence of Explosive or flammable gas / dust / vapours is detected, same has to be allowed to
escape at the earliest.
 All possible sources of ignition to be removed from the site and portable electric lights operating at not
more than 24Volts shall be used if illumination is required.
 Suitable breathing apparatus, belts, ropes shall be used while entering a confined space where fumes
have been reported.
 Respiration reviving apparatus shall be ready to meet any emergency.
7. SAFETY GUIDELINES FOR DANGEROUS OCCURANCES (FIRE):
1. Essential elements for fire:
 Fuel, Oxygen, Heat source, Maintenance of chain reaction through free radicals.
2. Fundamental methods of fire control:
 Restricting supply of oxygen below 14% to 18% by supplying inert gases.
 Removal of source of fuel.
 Removing heat from fire at a rate higher than being liberated.
 Removing free radicals to discontinue chain reaction and flame propagation.
3. Fire Extinguishing System:
A. Fixed Fire Installation

This type of installation is designed as in-built system along-with construction of the building /
facility. This system is more effective compared to portable extinguisher. Such a system includes
automatic water sprinkler, Fire hydrants, fire hose and nozzles.
B. Portable Fire Extinguisher

These are desirable for quick manual use on small fires and are classified as below.
Page 16 - 11
AIESL/SMSM/001
SAFETY MANAGEMENT
Class of Fire Description Extinguishing Media

 A Fires involving ordinary combustible materials like wood paper textiles. Cooling effect of water is
utilized. Water soda acid type, water type (gas pressure), water type (constant air pressure).
 B Fire in flammable liquids like oils, solvents, petroleum products, varnishes, paints. Blanketing
method required Foam, Carbon dioxide, Dry chemical powder.
 C Fire involving gaseous substance sunder pressure where it is necessary to dilute the burning gas at a
very fast rate with an inert gas or powder Carbon dioxide, Dry chemical powder.
 D Fire involving metal like magnesium, aluminum, Zinc, Potassium etc. where the burning metal is
reactive to water and which requires special extinguishing media or technique Dry chemical powder,
special dry powder for metal fires.
C. Means of escape in case of Fire:
Every area must be provided with adequate means of escape in case of fire.
Every room in relation to its size and number of personnel must have adequate exits. The exit doors
will be not be less than 90cm X 195cm in size. These will open outward and be positioned for easy
and safe evacuation. The exits shall be distinctly marked as ‘Fire Exit”. Personnel are trained to for
such situation and the emergency instructions are displayed properly.
8. LIGHTNING PROTECTION SYSTEM AND ANTI-COLLISIONLIGHTS:
Engineering activity centers are essentially located in the vicinity of an airport. The buildings / hangars
where maintenance activity is undertaken are high enough at many places to pose danger from
lightning strikes or collision from deviated flying aircraft.
Conventional lightning deterrents / arrestors and anti-collision lights are provided at the top of these
structures for safety. The buildings / hangars are designed and constructed for high wind loads and
seismic activity. Proper grounding of the lightning arrestors and operation of anti-collision lights are
ensured by Engineering Facility Division.
9. INDUSTRIAL HEALTH ANDHYGIENE:
Deals with protection of manpower asset from industrial diseases and other long term accidental
effects caused by industrial environment.
Specific areas for consideration include noise, dusts, gases, vapours, corrosives, toxic materials,
ventilation, heating, lighting, humidity, environmental monitoring, biological monitoring, health
checks, general & personal hygiene, employee medicals.
Page 16 - 12

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AIESL/SMSM/001

SAFETY MANAGEMENT SYSTEM MANUAL

ISSUE-2, SEPT, 2017

AIR INDIA ENGINEERING SERVICES LIMITED

SAFETY MANAGEMENT SYSTEM MANUAL

Air India Engineering Services Limited

ISSUE 2, REV. 0, 01 SEPT 2017

1.1 RECORD OF AMENDMENTS

SR NO ISSUE DATE & REV NO INCORPORATION DATE INCORPORATED BY SIGN STAMP

1.2 SMSM DISTRIBUTION LIST

7.1.3 Online Reporting 7-2

1.4LIST OF EFFECTIVE PAGES

INNER PAGE SECTION 6 SECTION 12

Prepared By: SHREY GUPTA Checked By: AJAY Kr. SONI

Signature Signature Signature

Date: Date: Date:

1.5 DOCUMENT CONTROL

Master List of Controlled Documents:

1.5.1 AMENDMENT AND REVISION PROCESS:

SMS REGULATORY REQUIREMENTS

2.2 CORPORATE COMMITMENT

SCOPE AND INTEGRATION OF THE

3.1 ACRONYMS AND ABBREVIATIONS

AIDREP Accident/Incident data reporting

Accident: An occurrence associated with the operation of an aircraft which:-

b. the aircraft sustains damage or structural failure which–

c. The aircraft is missing or is completely in accessible.

Change management - A formal process to manage changes within an organization in a systematic

Consequence - A consequence is defined as the potential outcome (or outcomes) of a hazard.

or likelihood of the assessed risks.

Safety targets -―the concrete objectives of the level of safety.

reliability, availability, performance and/or accuracy can be specified.

3.3 CONCEPT OF SAFETY

Safety Policies and

 Management  Hazard  Safety performance  Training and

3.5 DESCRIPTION OF AIESL’S SAFETY MANAGEMENT SYSTEM

3.6 THE NEED FOR SAFETY MANAGEMENT

3.7 SCOPE AND INTEGRATION OF THE SAFETY MANAGEMENT SYSTEM

SAFETY POLICY& OTHER POLICIES

4.1 AIR INDIA ENGINEERING SERVICES LIMITED

Ref No: HQ\CMD\17\2136 August 24, 2017

4.2 CORPORATE SAFETY POLICY

Air India Limited is committed to:

l) Ensure the promotion of safety awareness among all personnel.

Ref No: HQ\CMD\17\2137 August24, 2017

4.3 CORPORATE QUALITY POLICY

The objectives of the Quality Management System are:

Ref No: HQ\CMD\17\2139 August 24, 2017

4.4 CORPORATE ENVIRONMENT POLICY

 Provide sufficient resources to meet environmental objectives by continual measuring, monitoring,

Ref No: HQ/CMD/17/2138 August 24, 2017

4.5 CORPORATE SECURITY POLICY

Air India Limited is committed to:

(i) Establish and maintain safe workplaces and practices;

Ref No: HQ\CMD\17\2140 August 24, 2017