Your SMS does not meet the Standard specified in ICAO Annex 6, Part II. Well, not by its self anyway. Ok, admittedly overstated, sorry.
My reason for the attention-getting statement is that many operators are under the misconception that the only requirement they need to meet is to implement an SMS. There are more requirements, but they are being overshadowed by the SMS discussions.
In a recent post on the NBAA AirMail forum an operator questioned the discovery, during an IS-BAO audit, of the requirement for a flight data recorder (FDR) to be installed on their aircraft. The individual did not provide information, regarding aircraft type or age, so it is not possible to address the FDR requirements specifically for this operator.
This article is the sixth in a series to simplify the understanding of the SMS processes. The entire series can be found here.
Annex 6, Part II, International General Aviation – Aeroplanes, was first introduced in 1968. Since that time, a number of amendments have been made, but the basic structure of this Part remained geared towards a general aviation environment typically operated for recreational purposes, domestically as well as internationally.
I previously reported the FAA’s proposal for Safety Management Systems [Docket No. FAA–2009–0671; Notice No. 09–06].
http://proairman.com/faa-proposes-safety-management-systems/
On December 9 there were 169 comments posted on the FAA web site.
This article is the fifth in a series to simplify the understanding of the SMS processes. The entire series can be found here.
The previous article addressed the current dilemma for operators of States without guidance for safety management system (SMS) implementation. For those who operate across International boundaries red flags ought to be flying high.
This article is the fourth in a series to simplify the understanding of the SMS processes. The entire series can be found here.
Putting together what we have learned in the first three articles in this series we know that:
The Fair Treatment for Experienced Pilots Act (H. R. 4343), which became law (Public Law No: 110-135) on December 13, 2007, extended the federal age standard for pilots of large commercial aircraft from 60 to 65 years of age. A provision of the act requires the U.S. Government Accountability Office (GAO) to report, no later than 24 months after its enactment, the effect, if any, of the change on aviation safety.
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Air Safety Group specializes in helping aircraft operators establish, document and track safety management systems and safety assurance programs.
