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This is not about RUNNING the transport service. It is about building the software to find pilots/planes. Are you trying to develop some of the software/data requirements needed to run the operation instead of the risks to the development effort itself? Project risks are what this assignment should focus on, not operational risks (Yes, the software requirements should address collecting data that deals with operational risk, but that is what the software product will do, not what the development team will do) You wrote a nice piece on transport considerations, but this was not part of the assignment. JUST describe the process for CHANGING the software requirements. LIFEWINGS AIR Table of contents Risk Register3 Process of Change7 References10 Risk Register The death rate for procurement air travel is 1,000 times greater than scheduled commercial flights, prompting speculation that procurement air travel surgeons may have "the riskiest profession in medicine." In this regard, the National Transportation Safety Board (NTSB) has documented all fatal and non-fatal procurement aviation incidents in the United States. The National Transportation Safety Board (NTSB) has reported three dead and four non-fatal U.S. procurement aircraft incidents so far (fixed-wing and rotary-wing). Papadimitriou provides evidence of poor equipment, lack of pilot skill, or both in these crashes, based on NTSB investigations (Papadimitriou et al., 2020). The captain had previously been imprisoned for a drugs offense and had failed three periodic pilot competence examinations when he was involved in one of the accidents. Transplant flights pressure medical teams, dispatch centers, and aircraft operators to execute because of the operation's critical nature. If adequate safety procedures are not followed, this pressure can cause dangerous flying situations. According to research, private charter plane travel is substantially riskier than scheduled commercial airline service, and transplant teams may have "the riskiest job in medicine" (Englesbe and Merion). However, employing industry best practices, several strategies exist to decrease these hazards. According to studies, to studies, transplant missions should only be conducted in turbine (jet engine) aircraft with at least two pilots to minimize flying danger (Axelrod et al., 2020). As an aircraft operator with over 15 years of organ flyout expertise, Grandview Aviation suggests going above and beyond these criteria by selecting operators with third-party safety ratings that necessitate on-site checks (i.e., IS-BAO, Wyvern Wingman, ARGUS Gold Plus, or Platinum). To eliminate all types of flying dangers, operators should always be eager to exchange information about their internal policies. Most organ procurement organizations (OPOs) and transplant centers hire airplane charter services for transportation with little understanding of the charter operators' credentials and safety certifications. Furthermore, few surgeons and OPO directors have the necessary expertise to adequately assess these operators' credentials and make an educated choice about their fitness for such trips. Most of the time, requisitioning parties choose charter operators based on characteristics that are both intuitive and accessible to non-aviation employees, such as pricing, aircraft availability, and closeness to the departure destination. Transplant professionals participating in the procurement of air travel must proactively develop a "culture of safety" by educating themselves and knowing the foundations of air safety (Spurgeon et al., 2019). This will necessitate learning fundamental aviation vocabulary related to safety, recognizing safe operational techniques, and appreciating current safety reporting channels. We may actively engage in creating and implementing procurement air travel practices that optimize safety as the knowledgeable customer. Risk Description Risk occurrence possibility Impact of the Risk Mitigation process System malfunction Low Medium · Updating System on a monthly or weekly basis keeping a check on the antivirus software. Delay Medium High · Keeping a track of the time is the most crucial aspect of this job since organs have a time span after which it cannot be transplanted into the recipient. Data manipulation low high · The authentication of the data has to be kept in check by the authorities in-charge. Process blockage medium Medium · The best way to mitigate this risk is to keep a stand-by solution to work during this crisis. Human error low high · Concentration and understanding of the situation being dealt with is very vital. · Checking and re-checking at every step should be incorporated so that the human error does not go unnoticed. Process of Change The Donor Travel Forum emphasized choosing charter operators who have completed a safety certification program such as the Aviation Research Group's platinum certification in the United States, the Wyvern Standard, or the International Business Aviation Council's International Standard for Business Aircraft Operations. According to the Donor Travel Forum, certification by one of these groups should be "highly regarded" by an organization arranging procurement travel when selecting a charter operator. While third-party audits and certifications of charter operators are admirable, it should be emphasized that the resources listed above are subscription services that often charge a sizeable yearly price and a per-incident fee. In the period of procurement travel, required aircraft and pilot specification data may not be readily available or appropriate. Furthermore, it may be hard to find numerous providers that meet these requirements within a given geographic location. Aircraft, pilots, safety reporting procedures, and a recommended safety algorithm are specific proposals. Aircraft selection can help to increase safety. Helicopters have a lower safety record than fixed-wing aircraft and are far less safe than scheduled airline services. Using a helicopter or a piston-powered plane increases the risk of an accident, disqualifying the operation from being compared to scheduled airline service. The mechanical failure rate of turbine-powered engines is universally known to be orders of magnitude lower than that of piston engines. Mandating two pilots who are each competent to captain the aircraft is a straightforward method often used inside corporate flying departments. This simulates the competence and safety one would expect from commercial aviation travel. Pilots must undergo annual simulation and safety training. Two pilots are needed to fly on all trips with organ retrieval teams on board. Pilots should not be compelled to risk their lives for the sake of the mission. All pilots must be type-rated and qualified to fly the aircraft independently in the current aircraft. Pilots and aircrews should have a well-developed and documented Safety Management System that has been approved by the FAA and verified by an accrediting institution. It is also vital for airplane operators to have their insurance and covid-19 immunization certificates, especially during this pandemic. However, centers must be aware that this insurance only covers liability and does not cover the aircraft, ground damage, fines, or persons on board. Transport centers and organ procurement organizations have little capacity to evaluate aircraft and pilot requirements. Many merchants also fail to request free inspections and confirmations of the operators' medical records, preparation methods, and security culture. Fortunately, several organizations publicly examine the charter aircraft industry, providing more information than confirming that the provider is FAA-approved. These examinations range in complexity from an essential examination of paper records and reports to onsite evaluations, meetings, and investigations. An onsite evaluation is expected to thoroughly check the aircraft's condition, security culture, financial soundness, and the authority merchant's overall astounding ability. According to the expert panel, LifeWings Air and transport centers should only accept certifications that need onsite inspection and verification every two years. References Axelrod, D. A., Shah, S., Guarrera, J., Shepard, B., Scalea, J., Cooper, M., & Kandaswamy, R. (2020). Improving safety in organ recovery transportation: Report from the ASTS/UNOS/AST/AOPO transportation safety summit. American journal of transplantation, 20(8), 2001-2008. Papadimitriou, E., Schneider, C., Tello, J. A., Damen, W., Vrouenraets, M. L., & Ten Broeke, A. (2020). Transport safety and human factors in the era of automation: What can transport modes learn from each other?. Accident Analysis & Prevention, 144, 105656. Spurgeon, P., Sujan, M. A., Cross, S., & Flanagan, H. (2019). Building Safer Healthcare Systems: A Proactive, Risk Based Approach to Improving Patient Safety. Springer Nature.