NTAS ERAU 2009

1. Transition to SMS at USAirways: A Line Pilot’s perspective NTAS ERAU 2009

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3. Level 2 – Reactive Processes   The objective of level 2 is to correct known deficiencies in safety management practices and operational processes. These may be based on a variety of sources including past inspection and audit reports, accident and incident investigations and employee reports, among others. For this reason, this level is considered reactive. In order to perform these processes in a systematic fashion, basic safety information management and analytical processes must be in place. At the end of level 2, most of the essential safety management structure and basic functions will be in place. However, because the forward-looking systems and task analyses have not yet been conducted, the system is still functioning at a reactive level. -- FAA Guidebook for Developing a Basic Safety Management System for Air Operators P.48 NTAS ERAU 2009

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7. ICAO guidance material on the development of a Safety Policy Statement Safety is one of our core business functions. We are committed to developing, implementing, maintaining and constantly improving strategies and processes to ensure that all our aviation activities take place under balanced allocation resources, aimed at achieving the highest level of safety performance and meeting national and international standards. All levels of management are accountable for the delivery of this highest level of safety performance, starting with the [Chief Executive Officer (CEO)/Managing Director/ or as appropriate to the organization]. NTAS ERAU 2009

8. Our commitment is to: • Support the management of safety through the provision of appropriate human and financial resources that will result in an organizational culture that fosters safe practices, encourages effective safety reporting and communication, and actively manages safety with the same attention to results as financial management. • b) Enforce the management of safety among the primary responsibility of all managers; • c) Clearly define for all staff their accountabilities and responsibilities for the delivery of safety performance; • d) Establish and implement hazard identification and risk management processes in order to eliminate or mitigate the risks associated with (aircraft/ ATC/ maintenance/ aerodrome) operations to a point which is As Low As Reasonably Practicable; • e) Comply with and wherever possible exceed legislative and regulatory requirements and standards; NTAS ERAU 2009

9. f) Ensure sufficient skilled and trained resources are available to implement safety strategies and processes; g) Ensure that all staff are provided with adequate and appropriate aviation safety information and training, are competent in safety matters and are only allocated tasks commensurate with their skills; h) Establish and measure our safety performance against realistic objectives and/or targets; i) Continually improve our safety performance and conduct safety management reviews to ensure relevant safety action is taken and is effective; and j) Ensure externally supplied systems and services to support our operations are delivered meeting our safety performance standards; (Signed) __________________________________ CEO/Managing Director/or as appropriate NTAS ERAU 2009

10. SMS Education: Start it early, it becomes inclusive it becomes OUR SMS. A little Learning is a dang'rous Thing; Drink deep, or taste not the Pierian Spring: There shallow Draughts intoxicate the Brain, And drinking largely sobers us again. Alexander Pope NTAS ERAU 2009

12. We have FOQA, ASAP, AQP, LOSA, IEP and the rest of the alphabet Therefore We have a Safety Management System……?

13. “Most (if not all) major US air carriers employ most elements of SMS in key areas of "Operations".  We all have safety policies and set safety performance goals.  Flight Operations and Maintenance are probably the most mature with Cabin and Dispatch not far behind.  We all collect and analyze mountains of data from various sources---FOQA, ASAP, CASS data, audits, aircraft reliability data, evaluations, AQP, Event Reports, SOA, etc.  As a result of that data analysis we make risk based decisions that improve the safety and reliability of the system.  Further we have audit/evaluation programs designed to determine the effectiveness of processes and the effectiveness of changes made and risk controls put in place.  Although the uninitiated might determine that we have an SMS and by some standards we do...at least we have the elements.  However, by the FAA standard, we do not have an "SMS".  The biggest thing US carriers lack is "integration" across operational departments.” Larry Farris Internal Evaluation Program USAirways NTAS ERAU 2009

15. Visit the Mitre SMS Website: http://www.mitrecaasd.org/SMS/documents.html Advisory Circulars ICAO Documents SMS Example Documents Gap Analysis SMS Pilot Project Documents NTAS ERAU 2009

16. Transport Canada http://www.tc.gc.ca/CivilAviation/SMS/menu.htm International Business Aviation Council http://ibac.org/safety.php Civil Aviation Authority United Kingdom http://www.caa.co.uk Civil Aviation Safety Authority Australia http://www.casa.gov.au/sms/toolkit/index.htm NTAS ERAU 2009

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19. Summary SMS Commitment at the highest level SMS is a balance of Resource and Risk Management. ALARP SMS will be embedded in our business. Speak the same language SMS- Educate early SMS ownership start inclusion early: It’s OUR SMS Silos will communicate to identify & control Hazards Start the SMS Journey today and drink deep the Pierian Spring NTAS ERAU 2009

20. References: SMS Levels- FAA SMSPP Presentation Safety Policy- ICAO SMM 9859 Essay on Criticism-Alexander Pope Safety Management Systems In Aviation: Stolzer, Halford, Goglia Managing the Risks of Organizational Accidents: James Reason NTAS ERAU 2009