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and this should easily meet the audit’s goals. It is important
to be conservative in the estimates since sometimes it will
be necessary to observe a crew for more than one segment.
This counts as one crew, not two.
2.5 ONCE THE DATA IS COLLECTED
The data acquired through the observations must be
“verified” and prepared for analysis, and the time involved
in this process should not be underestimated. Once the
various LOSA forms have been collected, the airline is ready
to begin a lengthy process. It typically takes longer to
prepare the LOSA data for analysis and ulterior action than
it does to collect it. The steps that must be followed in this
process include data entry, data quality/consistency checks
and final aggregation.
2.6 WRITING THE REPORT
2.6.1 The last stage of LOSA is a written report that
presents the overall findings of the project. With a large
database like the one generated from a LOSA, it is easy to
fall into the trap of trying to present too much information.
The author needs to be concise and present only the most
significant trends from the data. If the report does not
provide a clear diagnosis of the weaknesses within the
system for management to act upon, the objective of the
LOSA will be unfulfilled.
2.6.2 Writing the report is where “data smarts” enters
into the process. Although certain types of comparisons will
seem obvious, many analyses will be based upon the
“hunches” or “theories” of the writer. The usefulness of the
result has to be the guiding principle of this effort. If the
writer knows how fleets and operations are managed,
comparisons that reflect this structure can be made. If the
author knows the kinds of information that might be useful
to training, safety or domestic/international flight operations,
results can be tailored to these particular aspects of
the operation. Feedback from various airline stakeholders is
critical during this stage of writing the report. Authors
should not hesitate to distribute early drafts to key people
familiar with LOSA to verify the results. This not only helps
validate derived trends, but it gives other airline personnel,
besides the author, ownership of the report.
2.6.3 General findings from the survey, interview and
observational data should serve as the foundation in
organizing the final report. A suggested outline for the report
follows:
Introduction — Define LOSA and the reasons why it
was conducted.
Executive Summary — Include a text summary of the
major LOSA findings (no longer than two pages).
Section Summaries – Present the key findings from each
section of the report including:
I — Demographics
II — Safety Interview Results
III — External Threats and Threat Management
Results
IV — Flight Crew Errors and Error Management
Results
V — Threat and Error Countermeasure Results
Appendix — Include a listing of every external threat
and flight crew error observed with the proper coding
and an observer narrative of how each one was managed
or mismanaged.
Tables, charts and explanations of data should be provided
within each section of the report.
2.6.4 It is important to remember that the author’s
primary job is to present the facts and abstain from outlining
recommendations. This keeps the report concise and
objective. Recommendations and solutions may be given
later in supporting documentation after everyone has had the
chance to digest the findings.
2.7 SUCCESS FACTORS FOR LOSA
The best results are achieved when LOSA is conducted in
an open environment of trust. Line pilots must believe that
there will be no repercussions at the individual level;
otherwise, their behaviour will not reflect daily operational
reality and LOSA will be little more than an elaborate line
check. Experience at different airlines has shown that several
strategies are key to ensuring a successful, data-rich LOSA.
These strategies include:
• Using third-party oversight: One way to build trust
in the LOSA process is to seek a credible but neutral
third party who is removed from the politics and
history of the airline. Data can be sent directly to this
third party, who is then responsible for the objective
analyses and report preparation. The University of
Texas at Austin Human Factors Research Project
provides, for the time being, such third party
oversight;
Chapter 2. Implementing LOSA 2-9
• Promoting LOSA: Use group presentations, media
clippings, experience from other airlines and intraairline
　
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