Avionics News April 2018 - 33
Part 5 only applies to Part 121 airlines.
Plans to extend implementation to Part
145 repair stations, Part 135 air carriers,
and other certificated entities have stalled
over the years with little progress toward
mandated implementation.
Although Part 5 doesn't directly apply
to airports, repair stations and other
vendors to Part 121 airlines, the Part 121
mandate has unintended effects. Part
121 airlines are required to have SMS,
which likely includes management and
oversight of its vendors, so airports,
repair stations, and others implement
SMS to meet the airline's needs.
"Operators are driving implementation
in many cases," said Russ Lawton,
director of safety and ASAP program
manager at the Air Charter Safety
Foundation. "Customer requirements
have a trickle-down effect, resulting
in voluntary implementation for repair
stations and other vendors."
Voluntary implementation
still the norm
Because regulatory mandates
vary from one state to another,
SMS implementation has become
largely voluntary for many aviation
organizations. What pushes an aviation
organization to implement SMS, if not
required by their aviation authority?
There are several non-regulatory
drivers at play. Besides the tragedy of
lives lost in an aviation accident, even
minor accidents and incidents can be
quite expensive. Direct costs related to
loss of aircraft, insurance deductibles,
and so on can be significant. Indirect
costs like loss of use of equipment,
loss of staff time, and negative media
exposure can be difficult to quantify but
are nonetheless considerable.
Industry best-practice audits, such
as the Air Charter Safety Foundation
Industry Audit Standard, the
International Standard for Business
Continued on following page
General aviation manufacturers:
SMS is a solution
General aviation design and manufacturing organizations have a
unique outlook on SMS. Typically, these organizations are not certificated
entities by civil aviation authorities, but their products end up being
approved or certificated by authorities around the world. For these
companies, SMS is not just a safety program - it's an efficiency program.
SMS could have multiple benefits for design and manufacturing
organizations, including less-cumbersome approval processes by the FAA
and a more-globalized approach to approvals from aviation authorities
around the world.
"SMS is one way to increase the ability of regulators to recognize
or accept capabilities of various organizations," said Walter Desrosier,
vice president of engineering and maintenance at the General Aviation
Manufacturers Association. "SMS isn't a complete solution. But as part
of the organization's design and compliance process, SMS can provide a
mechanism for the aviation authority to provide oversight of the design
of your product."
A leading recommendation of a 2014 Part 21 SMS Aviation Rulemaking
Committee, of which the AEA and GAMA were participants, was to
improve the FAA's approach to Part 21 and type approvals, increasing
efficiency and effectivity, by moving from a transactional approach to a
systems approach with safety oversight. While GAMA hopes the related
notice of proposed rulemaking, expected to be published in 2018, will
recognize SMS as a way to modernize FAA oversight, the organization is
also insistent any SMS mandate actually meet the goals of SMS and be
scalable so SMS can be efficiently integrated into business processes.
"Industry needs to be engaged in the process to be sure any mandate
for SMS is reasonable and appropriate and does not have undue
impact but meets the intended goals," Desrosier said. "It's the role and
responsibility of all of us to ensure a mandate is done in an efficient way
that achieves the intended objectives."
The proposed rule, if it follows recommendations from the Part 21
SMS ARC, will harmonize with the EASA and other regulatory authorities
that follow ICAO Annex 19, ensuring any FAA-approved product is also
acceptable to those regulatory authorities.
In the meantime, design and manufacturers needed an FAA-recognized
SMS solution. National Aerospace Standard 9927, Safety Management
Systems for Design and Manufacturing, is that solution. The standards
in NAS 9927 closely follow Part 5 and are an acceptable method of
demonstrating compliance with ICAO SMS requirement, should an
organization voluntarily request evaluation of its program by the FAA.
"We are cognizant of a strategic need to help the FAA move to a
system approach to design and type approval," said Desrosier, explaining
how inefficient the "Mother may I?" method currently used for design
and approval truly is. "General aviation design and manufacturing
organizations believe SMS may be part of the solution." q
avionics news
*
april
2018
33
Table of Contents for the Digital Edition of Avionics News April 2018
No label
Avionics News April 2018 - Intro
Avionics News April 2018 - Cover1
Avionics News April 2018 - Cover2
Avionics News April 2018 - No label
Avionics News April 2018 - 2
Avionics News April 2018 - 3
Avionics News April 2018 - 4
Avionics News April 2018 - 5
Avionics News April 2018 - 6
Avionics News April 2018 - 7
Avionics News April 2018 - 8
Avionics News April 2018 - 9
Avionics News April 2018 - 10
Avionics News April 2018 - 11
Avionics News April 2018 - 12
Avionics News April 2018 - 13
Avionics News April 2018 - 14
Avionics News April 2018 - 15
Avionics News April 2018 - 16
Avionics News April 2018 - 17
Avionics News April 2018 - 18
Avionics News April 2018 - 19
Avionics News April 2018 - 20
Avionics News April 2018 - 21
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Avionics News April 2018 - 28
Avionics News April 2018 - 29
Avionics News April 2018 - 30
Avionics News April 2018 - 31
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Avionics News April 2018 - 33
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Avionics News April 2018 - Cover3
Avionics News April 2018 - Cover4
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