The management of aviation safety is a shared responsibility among all levels (i.e., stakeholders) of an organization.
Top management has to set the basis for establishing
Topics: Risk Management Software
Safety performance in aviation safety management systems (SMS) can be difficult to fully comprehend because it involves so many moving parts. In general, we understand safety performance as involving the:
Topics: 3-Safety Assurance
Aviation safety managers need to give feedback – both praise and criticism – to employees and management regularly. It’s an essential part of their role as a leader in driving the performance of their aviation safety management system (SMS).
Safety managers who communicate well with employees and other managers tend to be significantly more successful in all areas of their aviation SMS, such as:
Topics: 3-Safety Assurance
The Dirty Dozen Human Factors in aviation safety management systems (SMS) are not isolated factors.
They are an interwoven set of human actions that influence each other. And they are not all created equal.
Some Human Factors can pose significant risks but generally appear as symptoms of Human Factors that are more fundamental to human action. In this sense, Human Factors are layered.
Topics: 3-Safety Assurance
Awareness is a great weapon for overcoming problems in aviation safety management systems (SMS). When aviation safety managers try and implement an aviation SMS while at the same time clinging to myths:
Myths plague aviation SMS implementation – we’ve all been guilty at one time or another of clinging to false beliefs. It’s part of the learning curve.
Topics: 1-Safety Policy
How did it all begin? Today, I want to discuss with you just how Human Factors training and the Dirty Dozen posters came to be.
My father, Gordon Dupont, is known as the founder of the Dirty Dozen and the following is how it all began.
Topics: 3-Safety Assurance
What is complacency? - It’s the self-satisfaction accompanied by a loss of awareness of the dangers.
Two very experienced AMTs (one with 22 years and the other with 33 years of experience) missed 140 cracks during a 100-hourly inspection. This resulted in one fatality and 95 people experiencing a very close call when 18 ft of fuselage went missing during a flight.
The whole world screamed, how could this possibly happen? How could these 2 men miss that many cracks?
Topics: 3-Safety Assurance
Performance vs prescriptive based approaches to aviation safety management systems (SMS) is and will increasingly be a hot topic in the aviation industry for years to come.
As it should be.
Because let’s face it, “compliant safety" is not a one-size-fits-all approach, and yet prescriptive safety remains an endemic problem in the aviation industry.
Many of you reading this probably know what I’m talking about whenever you feel an SMS inspector is evaluating your organization either unjustly or too harshly in an SMS audit.
Topics: 2-Safety Risk Management
Transparency boils down to a very simple issue: information.
Specifically, control over and access to information. As I have said before, it’s a hot topic these days.
WikiLeaks, Bradley Manning, Sony, the food industry – all are examples of major front-page scandals about access to information.
That aside, I think transparency in aviation safety management systems (SMS) needs to be looked at not as the "end all be all" pinnacle of an aviation SMS,
Topics: 3-Safety Assurance
It’s easy to forget just how young aviation safety management systems (SMS) are as their own defined entity. Aviation SMS has truly changed the aviation landscape, but there will certainly be more change as organizations reduce resistance to the change and continue to internalize and practice the mandated SMS regulations.
Many of the central tenets of modern aviation SMS go back much further in history, but as a cohesive whole, 2016 will mark only the end of the first decade for formally solidified SMS in the United States and worldwide.
Topics: Aviation SMS Implementation
These two on-demand videos offer:
