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necessary. Determines whether equipment has any
dangerous characteristics or has dangerous energy levels or
failure modes. Evaluates effects of adverse environments
on safety.
Product (Field)
Support
Maintains liaison
between customer and
producing company.
Assists customer on safety problems encountered in the
field. Constitutes the major channel for feedback of field
information on performance, hazards, accidents, and near
misses.
Production
Engineering
Determines most
economical and best
means of producing the
product in accordance
with approved designs.
Ensures that designed safety is not degraded by poor
workmanship and unauthorized production process changes.
Industrial Safety Ensures that company
personnel are not injured
nor company property
damaged by accidents.
Provides advice/information on accident prevention for
industrial processes and procedures.
Training Improves technical and
managerial capabilities
of company and user
personnel.
Ensures that personnel involved in system development,
production, and operation are trained to the levels necessary
for safe accomplishment of their tasks.
FAA System Safety Handbook, Chapter 5: Post-Investment Decision Safety Activities
December 30, 2000
5 - 26
Close cooperation between system safety and quality assurance (QA) benefits both functions in several
ways. QA should incorporate, in its policies and procedures, methods to identify and control critical items
throughout the life cycle of a system. The safety function flags safety-critical items and procedures. QA
then can track safety-critical items through manufacturing, acceptance tests, transportation, and
maintenance. New or inadequately controlled hazards can then be called to the attention of the safety
engineer.
Human engineering (HE) and safety engineering are often concerned with similar issues and related
methodologies, (See Chapter 17, Human Factors Safety Principles). HE analyzes identified physiological
and psychological capabilities and limitations of all human interfaces. A variety of human factors inputs
affect the way safety-critical items and tasks impact the production, employment, and maintenance of a
system. Environmental factors that affect the human-machine interface are also investigated and safety
issues identified.
The safety/testing interface is often underestimated. Testing can be physically dangerous. The safety and
test engineers must work together to minimize safety risk. Testing is a vital part of the verification
process and must be included in a comprehensive SSP. It verifies the accomplishment of safety
requirements. Testing may involve:
·  Components
·  Mock-ups
·  Simulations in a laboratory environment
·  Development and operation test and evaluation efforts.
System safety may require special tests of safety requirements or analyze results from other tests for
safety verification.
The requirements for interface between safety and product support are similar to those involving safety
and manufacturing. Each examines personnel and manpower factors of design. System safety ensures
that these areas address concerns related to identified hazards and the procedures. Operational,
maintenance, and training hazard implication are passed on to the user as a result of the design and
procedural process.
5.7 Tailoring
An effective SSP is tailored to the particular product acquisition. The FAA's policy is to tailor each SSP
to be compatible with SSMP, the criticality of the system, the size of the acquisition, and the program
phase of that system's life cycle. The resultant safety program becomes a contractual requirement placed
upon system contractors and subcontractors.
Readily adaptable to the FAA's mission, MIL-STD-882D was created to provide a standardized means for
establishing or continuing SSPs of varying sizes at each phase of system development. The SSMP along
with Mil-Std-882 contains a list of tasks from which the FAA program manager may tailor an effective
SSP to meet a specific set of requirements. Each task purpose is stated at the beginning of each task
description. Fully understanding these purposes is critical before attempting to tailor an SSP. There are
three general categories of programs: Low Risk, Moderate Risk, and High Risk.
FAA System Safety Handbook, Chapter 5: Post-Investment Decision Safety Activities
December 30, 2000
5 - 27
Selecting the appropriate category is difficult and in practice depends on some factors difficult to
quantify, particularly in the early phases of a program. Therefore, this decision should be reviewed at
　
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