Air Safety Group is now recognized by the Bermuda Department of Civil Aviation as a provider who offers services to operators in the process of obtaining Bermuda D.C.A. approval under Article 85 of the Air Navigation (Overseas Territories) Order 2007.

The Air Navigation (Overseas Territories) Order 2007 is the legislation that governs the operation of Civil Aviation in the Overseas Territories. It contains the legal framework for aviation in the Territories and for Territory-registered aircraft. It supports the Overseas Territories Aviation Requirements (OTARs) which contain the detailed means of compliance with the Order.

Part IX – General Aviation, of the Air Navigation (Overseas Territories) Order 2007, provides the guidance for the operations of general aviation aircraft. As it pertains to the Bermuda D.C.A., Article 85 Approval is an approval granted by the Governor of Bermuda under the Air Navigation (Overseas Territories) Order 2007.

http://www.dca.gov.bm/Flight%20Ops%20News/Art%2085%20Companies.pdf

Visit www.AirSafetyGroup.com for more information.

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.

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On December 2, 2010, Bermuda announced that foreign aircraft operators subject to the Annex 6 Part 2 requirements, who have not yet achieved compliance, would be granted an extension to April 1, 2011.

In the interim period, aircraft visiting L.F. Wade International Airport (TXKF) may be subjected to random Ramp Inspections whereby evidence of progress towards compliance will be assessed and recorded by the Bermuda Department of Civil Aviation.

More information available at: http://www.dca.gov.bm/Lists/Announcements/Attachments/86/Clarification%20letter.pdf

I ‘ve been a bit busy for the last few months, forgive me for not attending to ProAirman. 

During my absence, I have been privy to, shall we say, spirited discussions, regarding the need and/or value of the Safety Management System (SMS).  There is significant resistance, by some U.S. operators, regarding the implementation of the SMS.
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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.

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I read a copy of an email today from Civil Aviation Communications Centre, Transport Canada, which follows.

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A Review of What We Have Learned

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.

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Do you need an SMS

This seventh and final article is a series to simplify the understanding of the SMS processes. The entire series can be found here.

It is not about the ICAO deadline

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.

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IS-BAO – It’s more than an SMS

This article is the sixth in a series to simplify the understanding of the SMS processes. The entire series can be found here.

History of ICAO Annex 6, Part II

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.

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An Industry Sponsored Alternative for SMS Compliance

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.

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