Cincinnati-based specialized aviation services company ARG/US on Thursday released an on-site safety audit report focusing on commonly seen deficiencies in safety management systems (SMS) and emergency response planning (ERP). The report is based on 116 audits of Part 91 and 135 operators conducted by ARG/US between Jan. 1, 2007, and Feb. 28, 2009.
Building on business aviation’s International Standard for Business Aircraft Operations (IS-BAO) introduced in 2002, business aviation groups from around the world have developed a Safety Management System Tool Kit (SMS TK) to help operators respond to global standards set by the International Civil Aviation Organization (ICAO).
Because it has not completed guidelines for a Safety Management System (SMS) for U.S. operators, the FAA on Tuesday filed a “difference” with the International Civil Aviation Organization (ICAO) over the Jan. 1, 2009, deadline for having SMS requirements. Compliance with the ICAO standard depends on FAA action to define specific requirements, but the agency has not yet developed regulations or policy for implementation of SMS by operators.
In recent months, Congressional leaders have held pre-election hearings on a number of aviation issues. So far, these gatherings have made a lot of headlines but produced little in the way of tangible results.
If you regard safety management systems as just the latest fad for corporate aviation flight departments, think again, Daedalus Aviation Services president David Bjellos told the nearly 450 attendees at the 53rd Corporate Aviation Safety Seminar (CASS), which was held early last month in Palm Harbor, Fla. Emphasizing SMS’s importance, almost every presentation at CASS was about SMS or mentioned the topic in some shape or form.
The IRMA relates to airplanes approved for a total of at least eight seats, helicopters with at least five seats and engines rated with a minimum of 1,750 pounds of thrust or 550 hp. The Treaty covers “international [that is, global] interests” in aircraft objects: rights arising under security, lease or title-retention agreements.
When the call went out in those early, panicky hours of the crisis that’s collectively come to be called “9/11,” some 4,500 aircraft were airborne in U.S. airspace. The vast majority of them were Part 121 airliners; this was, after all, the bustling Tuesday morning of what no one knew would be the last day of business as usual for a long time.
Aviation Research Group/U.S. (ARG/US) has released an audit recommendations report after finishing a review of its 2007 on-site safety audit results. The report, based on the findings of 67 audits completed over the past 15 months, examines both safety management systems and emergency response planning.
The charter industry is shifting to a new way of thinking about safety. “We are going from a compliance-based ‘Do you meet the regulatory standard?’ to ‘What more should we do, how can we be safe, how can we tell the good story of this industry?’ [Charter] is becoming a larger player in the transportation marketplace.
Not a single person interviewed by AIN expressed the opinion that the business aviation security requirements to fly to the Winter Olympics either made sense or did much to protect the Salt Lake City site from attack by air. Everyone was sympathetic with the intent but left cold by with the implementation.