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fashion, experience has shown that future
LOSA implementations are welcomed by pilots and
thus more successful.
2.3.3 Over the years of implementation, the ten
operating characteristics listed above have come to define
LOSA. Whether an airline uses third party facilitation or
attempts to do a LOSA by itself, it is highly recommended
that all ten characteristics are present in the process. Over
the past five years, the most valuable lesson learned was that
the success of LOSA goes much beyond the data collection
forms. It depends upon how the project is executed and
perceived by the line pilots. If LOSA does not have the trust
from the pilot group, it will probably be a wasted exercise
for the airline.
Observer assignment
2.3.4 Members of the observation teams are typically
required to observe flights on different aircraft types. This
is an important element of the line audit process for several
reasons. For one, this has the advantage of allowing both line
pilots and instructor pilots of particular fleets to “break out
of the box” (their own fleet) and compare operations of fleets
other than their own. Eventually, this helps the team as a
whole to focus on Human Factors issues and common
systemic problems, rather than on specific, within-fleet
problems. Furthermore, the results are more robust if
observers observe across many fleets instead of observing
only one type.
Flight crew participation
2.3.5 Normally the line audit is announced to crew
members by means of a letter from the highest level of
management within flight operations, with the endorsement
of other relevant personnel such as chief pilots and pilots
association representatives. This letter specifies the purpose
of the audit and the fact that all observations are of a nojeopardy
nature and all data are to be kept strictly
confidential. The letter of announcement should precede the
line audit by at least two weeks, and line observers are given
copies of the letter to show crew members in case questions
should arise. Data are kept anonymous and crews are given
assurance that they are not in disciplinary jeopardy.
Furthermore, crews should have the option to refuse
admission of the observer to perform an observation on their
flight.
2.4 HOW TO DETERMINE THE
SCOPE OF A LOSA
2.4.1 Only smaller airlines with limited numbers of
fleets would find it reasonable to attempt to audit their entire
flight operation, that is, all types of operations and all fleets.
Most airlines will find it cost effective to conduct a LOSA
on only parts of their operation. Evidence from LOSA
suggests that flight crew practices vary naturally by fleet.
The type of operation, such as domestic, international, shorthaul
or long-haul, is also relevant. Usually, auditing any
combination of types of operations is a good way to break
down an entire operation into useful comparison groups.
2.4.2 Ideally, every flight crew should be audited, but
more often than not, this will be impossible or impractical
in material terms. At a major airline and in large fleets,
around 50 randomly selected flight crews will provide
statistically valid data. For smaller fleets, around 30 randomly
selected flight crews will provide statistically valid
data, although the risk of arriving at conclusions that might
not reflect reality increases as the number of flight crews
audited drops. If less than 25 flight crews are audited, the
data collected should be considered as “case studies” rather
than representing the group as a whole.
2.4.3 The number of observers needed depends, as
already discussed, on the intended scope of the audit. For
example, an airline might want to audit 50 flight crews in
each of 2 domestic fleets, for a total of 100 segments. A
conservative rule of thumb to scope this audit would be
2 domestic observations per day per observer. The goal is
thus expressed in terms of flight crews observed, rather than
segments. Should an airline want to audit an international
fleet, the first step is to determine how many international
observations can be made in a day, and this depends on the
length of the segments. For a domestic LOSA, a workable
rule of thumb suggests the need for 50 person/days of work
for the actual audit phase of the LOSA. Using line pilots for
a month of observations, each might be requested to spend
10 days conducting observations, plus 4 days training/
travelling. This requires 14 days per observer. Thus, there
would be a need for 4 observers for this hypothetical audit,
2-8 Line Operations Safety Audit (LOSA)
　
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