There are many resources available for SMS implementation. Of course, any operator can peruse FAA Advisory Circular 120-92A for the particulars and use that to create an SMS. Even in regulatory climates where SMS is required, as will be the case in Europe next year, there is no requirement to use a particular system to create an SMS. IS-BAO is internationally recognized, however, and may be easier for authorities to understand.
Regulations and Government » Regulations
News about bills, laws and regulations affecting aviation and aerospace.
According to news reports, when the Deepwater Horizon oil-drilling platform suffered a catastrophic well-head blowout then burned and sank in the Gulf of Mexico last April, workers on the rig hesitated to implement multiple safety processes that might have helped save some or all of the 11 lives lost in the ensuing explosion and also prevent the spilling of millions of gallons of oil.
Department of Homeland Security (DHS) Secretary Janet Napolitano announced in January that the DHS will drop its color-coded threat advisory system.
Transportation Security Administration general aviation manager Brian Delauter told attendees at the National Air Transportation Associationπs FBO Leadership Conference early last month that he hopes the newest version of the Large Aircraft Security Program (Lasp) will be ready for release in early April.
Making good on promises of quick action on long-delayed FAA authorization, the Senate passed its "FAA Air Transportation Modernization and Safety Improvement Act" on February 17, with the House Transportation Committee approved is version of FAA reauthorization legislation a day earlier. The bill must now go to the House for a full vote.
A new National Park Service proposal to cap the number and further restrict the routes of flights near the Grand Canyon is being criticized as overly restrictive by individual operators and the United States Air Tour Association. The new rules would prohibit direct overflights and mandate operators convert to "quiet technology" aircraft within the next decade.
Russia, and the former Soviet republics surrounding it, remains a massive land of opportunity for business aviation. At the same time, for Westerners at least, much of this opportunity seems to remain blocked by a web of mystifying and frustrating bureaucracy that can make it practically impossible to operate business aircraft cost-effectively.
The recent removal of the loophole that allowed aircraft owners to import aircraft into the European Union (EU) via the UK at a zero rate of value-added tax has prospective buyers scrambling for fiscally friendly alternatives. One option is for private operators to find a way to get registered for tax purposes under a commercial aircraft operatorπs certificate, but this could subject the operator to unfavorable scrutiny by the authorities.
The European Business Aviation Association (EBAA) is refocusing its lobbying efforts as it seeks to address regulatory inconsistencies not only between Western Europe and the emerging market in Eastern Europe, but also within Western Europe itself. At the same time, the group is pushing for greater regulatory harmonization between the rules governing commercial and non-commercial operations of business aircraft.
Although the FAA and JetBlue signed a $4.2 million “NextGen agreement” whereby the agency will fund installation of ADS-B avionics in up to 35 of the airlineπs Airbus A320s, it doesn’t appear that new legislation moving through Congress will contain funds for NextGen avionics equipage for other stakeholders.