Interim Report - Introduction - EASA

INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B
EASA.2009.OP.21
operator implement a safety management system acceptable to the State of the Operator
that, as a minimum:
a) identifies safety hazards;
b) ensures that remedial action necessary to maintain an acceptable level of safety is
implemented;
c) provides for continuous monitoring and regular assessment of the safety level achieved;
and
d) aims to make continuous improvement to the overall level of safety.
3.2.5 A safety management system shall clearly define lines of safety accountability
throughout the operator’s organization, including a direct accountability for safety on the part
of senior management.
Most EASA Member States, and operators, have not yet changed their management of
safety from the mechanisms of accident prevention that comply with OPS 1.037 and
overseen by the quality system according to OPS 1.035. This SARP allows the NAA to be
more precise about what is required as part of an operator’s safety programme. The key
element is the introduction of safety performance measurement, monitoring and
improvement.
It is an option, when EASA takes up this SARP within Part Ops, to include specific
references to different areas of operation, including de-icing / anti-icing. This may form part
of an operator’s de-icing / anti-icing policy and procedures (OPS 1.345 and OPS 1.1045) to
define with respect to de-icing / anti-icing operations:
- examples of typical hazards,
- ways and means of taking preventive action to reduce risk (procedures, contracts,
fluids, training etc)
- ways and means of taking remedial action,
- how the safety level is to be monitored and assessed on a regular basis (includes the
collection of safety and human factors data from the service providers),
- what the key safety goals are,
- who is in overall “charge” of the de-icing / anti-icing process (Doc 9640), who
provides the information that the aircraft is free from contamination, what are the
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