This article is the second in a series of articles that takes a closer look at the aviation safety management system. The entire series can be found here.
Historically, aviation safety management has been based of regulatory compliance. There is no argument that regulatory compliance is an important part of safety management, although it is impossible to provide rules for every operational situation.
I read a copy of an email today from Civil Aviation Communications Centre, Transport Canada, which follows.
The NTSB is amending its regulations concerning notification and reporting requirements regarding aircraft accidents or incidents, which will become effective March 8, 2010.
The final rule herein codifies the addition of five reportable incidents, the reporting of which the NTSB believes will improve aviation safety.
This article is the first in a series of articles that takes a closer look at the aviation safety management system. The entire series can be found here.
I would like to begin this article series with a synopsis of the seven-part article series; “Understanding the SMS.” Following this synopsis, future articles will discuss the SMS components and implementation in greater detail.
This seventh and final article is a series to simplify the understanding of the SMS processes. The entire series can be found here.
Many operators are hung up on ICAO dates for determining when or if they need an SMS. The primary factor in determining the requirements for an SMS is the regulatory requirement of your country of registration and your area of operation. The ICAO deadline is applicable only in absence of a regulatory agency.
This site is operated by Air Safety Group, LLC.
Air Safety Group specializes in helping aircraft operators establish, document and track safety management systems and safety assurance programs.
