Implementing SMS into Part 139 Airports

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On October 14, 2004, a Pinnacle Airlines CRJ-200 was on a repositioning flight, between Little Rock National Airport and Minneapolis-St. Paul International Airport. Both engines flamed out after a pilot-induced aerodynamic stall, crashing in a residential area south of Jefferson City, Missouri. The National Transportation Safety Board’s (NTSB) investigation revealed the pilots intentionally deviated from routine flight operating procedures. The NTSB identified the air carrier as the responsible party to enforce crew cockpit discipline and standard operating procedures. The NTSB offered a Safety Management System (SMS) as a means to help air carriers meet this safety standard. The NTSB formally recommended the FAA ‘‘require all 14 CFR part 121 operators establish SMS programs’’ (O'Donnell, 2010).
Initially the NTSB had not formally recommended the FAA require the same SMS mandate for certificated airports. However, the FAA had determined the same organizational factors apply to all regulated sectors of the aviation industry. Airports operate in similar environments as air carriers and business flight operators where adhering to standard operating procedures, proactively identifying, mitigating hazards and risks, and effective communications crucial to operational safety. The FAA envisioned an SMS would provide an airport with an added layer of safety to help reduce the number of near-misses, incidents, and accidents. An SMS also would ensure that all levels of airport management understand the safety implications of airfield operations (O'Donnell, 2010).
An SMS is a formalized approach to manage organizational safety by developing a policy based on formal methods of identifying hazards, analyzing and mitigating risk, devel...

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