Plane Conversations

 Part 2 in a Series on Safety Management Systems for Business Aviation Operators

In a previous post on this subject, I suggested that Safety Management Systems (SMS) are good for business aircraft operators. I believe that business aviation as an industry does have a prevailing culture promoting safety but that having systems in place to document and measure safety takes it to the next level. I also suggested that one of the problems with the implementation of an SMS is the lack of consistent interpretation and enforcement by the worldwide governmental aviation regulatory agencies. If the International Standard for Business Aviation Operations (IS-BAO) is the standard that adopts the best practices to promote safety, as suggested by Aviation Research Group US (ARGUS) and the National Business Aviation Association (NBAA), then let’s embrace it.  

Further thoughts on this subject related to the adoption of safety management systems by operators, both aircraft charter (commercial) and business aviation  (company flight departments):

Buying an SMS manual from a consultant and putting it on the shelf to collect dust does nothing to further safety in any operation. All flight departments, no matter how small or large, can learn from documenting problems and analyzing them to identify their root causes. It doesn’t have to be an accident or major event to reveal hidden risks. Those who understand workers compensation insurance risks know that frequency of small events can be an indicator of an increased risk for a big event. How many times does a guy have to slip and fall on a slippery floor before he sustains a major debilitating injury? Can it be prevented by analyzing the minor incidents for cause and fixing the slippery floor before the major event happens? You bet  it can!

In a small operation without a lot of daily flight activity, the issues requiring documentation and analysis may be few and far between. In a large operation with a lot of varying activity both on the ground and in the air, the small issues happen more frequently.  Trends and risk concerns will become more apparent as these events are put into the system.

A good SMS also involves the senior management of the company whether that person is the head of an aircraft charter company or the CEO of a non-aviation company that owns a corporate aircraft. In our company’s case, I meet with our Director of Safety monthly for a briefing on all activities and concerns that have arisen since our last meeting. We also discuss causes and make decisions on changes in our operations to prevent future incidents. Our Director of Safety has direct access to me anytime without any fear of reprisal from other management. Senior Management must be bought into the idea and fully support it. 

Establishing a well thought-out SMS is music to the ears of the insurance underwriters. I believe that, over time, they will offer better rates to the insured risks (the operator) who have a good SMS in place. Some already do take this into consideration at annual renewal.  

Overall, our industry has an excellent safety record. It was better in 2009 than it was in 2008.  It improves with better aircraft, better training, and better systems for managing flight operations. The old saying that “if it ain’t broke, don’t fix it” does not work for us. By the time you find out it is broken it may be too late to fix and the cost of being too late is simply too high.

Bottom line: Maintaining the highest levels of safety by putting into place the best business practices on safety management is good for our clients, our jobs, our businesss and our economy.  

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