Aircraft Sms - A few months after FAA Administrator Steve Dickson announced plans to release regulations requiring safety management systems (SMS) for Part 135 aircraft and 145 repair sites next year, the FAA says it is "far along" in this legislative effort . But the question is how many and different numbers of Section 135/145 are ready for him.
While the FAA introduced a regulation in 2015 requiring Part 121 carriers to implement SMS, the agency has long encouraged other initiatives to make such programs voluntary. In this regard, the agency has a voluntary program to facilitate the implementation of SMS programs. That's just one way to get an SMS program to work. Many aviation security companies have developed special software to help organizations implement their own SMS. In addition, one of the most popular international security programs, IS-BAO, uses SMS as a basis.
Aircraft Sms
Despite this, it is expected that many operations will require the use of SMS, or better use it completely, when the law is published. The exact number is unknown because many put together plans on their own or through private programs.
Aviation Sms Course
Looking at Part 135 alone, the FAA records just under 2,000 certifications. Of these, 26 programs have been accepted into the FAA's voluntary program and another 157 are in the works. Currently, according to the International Business Aviation Council, more than 1,000 business aviation companies have achieved IS-BAO certification, but only 30 percent of them include aircraft certification, and the entire world.
This lack of acceptance came into focus during the investigation by the National Transportation Safety Board on January 26, 2020 Island Express hit the basketball player Kobe Bryant, his daughter, six other passengers and the pilot. The NTSB stated that the accident could have been prevented and said: "We have long believed in the benefits of SMS. Although the company used SMS equipment, the entire program was not implemented and no evaluations were made. "Safety assurance.
With these concerns and regulations in mind, the National Air Transportation Association (NATA) partnered with the Department of Transportation's Transportation Safety Institute (TSI) to develop a week-long SMS for the 135/145 community.
In parallel, NATA created a new Air Transport Safety Manager certification through the International Society of Safety Professionals (ISSP) for people who take the course and a certification exam. The certification program is designed to help increase the professional skills and status of security managers. The certification also provides a path to achieving ISSP Certified International Safety Manager status held by safety leaders such as Convergence Performance founder Tony Kern.
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"Business aviation is a unique opportunity, offering new challenges every day and opportunities to continue to improve," said NATA senior v-p Ryan. Waguespack. "This partnership with TSI, along with our new SMS pilot program, allows NATA and its members to take our shared mission to advance aviation industry safety to a new level."
Waguespack calls the program the first of its kind, when announcing the program, emphasizing: "The future of aviation security depends on cooperation and the exchange of best practices and data."
Based at the Mike Monroney Aeronautical Center in Oklahoma City, Oklahoma, TSI is not part of the FAA, but is a separate organization within the Department of Transportation that provides a variety of courses in many modes of transportation. Now 50 years old, the institute has trained more than one million travel professionals from the private and public sector.
The TSI curriculum includes aviation safety management, emergency investigation and other courses, and proves to be a good fit for NATA's vision of a thorough education in SMS.
Sms For Aviation: A Practical Guide
NATA and TSI originally planned four weeks for the course at its location in Oklahoma City, but Roger Hood, course manager for TSI's Aviation Safety Division, expects the future course to continue. "We understand that there will be a great need for this education in the next five to ten years," he said. "We have very high expectations."
Since many classes in Oklahoma City were limited during the pandemic and some people may not want to travel, TSI is looking for other places to use others, he said. last training. Wood said based on the information, TSI is working on an additional three-day course on implementation.
Hood noted the upcoming legislation, "It is very important to ensure that the sections 135 and 145 [operations] can be fulfilled." Also, he said this is a good time to prepare before you order.
NATA and TSI invited me to take the class and I took the opportunity, choosing a week in January. I have covered SMS and written about security programs, but taking such a course will give me a better understanding of what is involved and what may be needed to implement SMS in an organization. And of course it also made me think about my own data security organization.
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As for us (the students) in the course, we were instructed to read and familiarize ourselves with Section 5, the FAR created to include the SMS rules, along with Advisory Notice 120-92B which provides the implementation guide delivers Chapter 5 is a fairly simple rule, but I do not present AC as a light reading. In all fairness, though, it's better than most other ACs I've read or tried to read.
The course directors wanted to make sure that we had experience with the scheme because the whole week of training would be thorough and a "how to". This is important because the FAA's SMS rules for parts 135 and 145 are largely based on part 5.
Reading the regulations, and the AC, I noticed that all sections have language on the expansion of the required elements of SMS.
The language emphasizes the FAA's attempt to create a rule that can be adapted to many activities. The AC recognizes the difference in the size and complexity of operations and the amount of data available, but section 5 states that "organizations of vastly different people can meet those needs in different ways. SMS functionality need not be broad or complex to to be effective."
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Whether he achieves that goal remains to be seen. In January, NATA launched a Voluntary SMS Implementation Project involving 10 actors from different sizes and geographic locations to evaluate the use of SMS in the various aspects of Section 135 and Section 145 community rehabilitation, particularly in areas such as data collection and evaluation and training.
Hood opened the class with introductions, showcasing the depth of experience of the instructors — many of whom had been with the class all week, on hand to answer questions or address people's concerns. This includes D Smith, manager of TSI's Aviation Safety Division.
The students also introduced themselves. A number represents the leading leasing and MRO, or maintenance departments within companies. Some of these students have SMS but are trying to improve their programming. Others were part of the way there, trying to build it. Not all come from big houses or custom/MRO jobs. For example, one represented a university aviation school that was trying to set up an SMS. Another was an aviation specialist who took the course as part of his continuing training.
But everyone was active, participated and tried to bring their lessons home. And the lessons were clearly useful. One participant added a site, another group participated in a merger, and another is trying to increase the importance of security programs in their organization.
Preparing For The Future Of Sms
And it was something that was taken from me. Adding a building is not just about bricks and mortar and hiring people. Every step of that expansion, from personnel to equipment to training, must be evaluated by a security measure. In fact, that is the idea, to create a culture where safety is part of the whole fabric of an organization. Security is not a priority, Smith said, noting that priorities change and are negotiable. Safety must be a principle, a guiding philosophy.
The FAA says that SMS is intended for a specific system that meets acceptable levels of security risk; a decision-making process based on four pillars - a security policy, security management, security assurance and security awareness.
A security policy is a contract that secures the commitment to SMS. Another important thing that is emphasized in the course and FAA materials is the importance of buy-in from the top of an organization.
The security code must be signed by the "responsible authority." The responsible manager is not just the chief safety officer. The manager has financial and decision-making responsibilities for the entire organization. In other words, the responsible manager is usually someone in the senior leadership team. It places responsibility for the security program in the hands of the top levels of an organization.
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Many times, Smith said, organizations say security is a priority and then choose someone they think can throw the security guard over them.
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