A survey on Transport Canada suggests their inspectors have not been fully trained. The FAA would be well advised to see what might have been done better.
Airworthiness Directive requirements that go beyond what may be justified does not increase the airline’s safety margin. The FAA should consider including the value of SMS in implementing ADs at each carrier.
Aircraft lessors could provide unique data to SMS and ASIAS, which would help understand the meta data and the solutions to the carrier’s unique problems.
The ultimate goal of the Safety Management System discipline is to proactively identify risks. Everyone in the organization must be actively involved in being aware of potential risks, identifying them to the SMS committee and investing in the solution selected.
How well is Part 117 being implemented? The SMS experience has shown that solutions designed to respond to a specific airline’s profile are preferable to many universal regulatory fixes. Maybe here, too?
The Helicopter Association International appointed Dr. Steve Sparks as Director of Safety. HAI’s selection was indicative of the new mode of regulator/regulated cooperation, and Dr. Sparks’ experience should add to HAI’s capacity to work with the FAA in this new regulatory approach.
Are Boeing’s safety programs deficient? Or is the FAA not supporting their new compliance philosophy? It would be interesting to know where along this continuum the facts lie.
Two stories suggest that the FAA’s new SMS safety program, which has been heralded as reducing safety risks, might be an effective tool to address this WAVE of problems in hazmat shipping.