Ground Handling SMS . . . Are You Feeling Lucky Today?

Terry Yeomans, Program Director, International Standard for Business Aircraft Handling (IS-BAH)

Many of us can honestly admit to having been lucky — avoiding a close call that could have been an accident — but when will that luck run out? In the summer of 1984, freshfaced with a full head of hair, I started my business aviation journey. One of my earliest on-the-job memories was helping a departing Gulfstream III flight when the owner drove up planeside in his Ferrari Testarossa, threw me the keys, and told me to go and park the car. It wasn’t a pretty sight, bunny hopping and stalling the engine as I passed a variety of multi-million-dollar aircraft to park outside the FBO with a raft of other high-end cars. Thankfully I didn’t hit anything, and yes, I was lucky that day.

Traditional safety approaches are often reactive, addressing problems only after an incident or accident has happened, a new standard or regulation is published, or a third party finds an issue that must be fixed. A well-structured and scalable Safety Management System (SMS) recognizes that proactively addressing weaknesses — and identifying and mitigating the associated risks arising from those hazards before they result in losses — is a far more effective and economical approach.

Currently, the International Civil Aviation Organization (ICAO) Annex 19 on Safety Management Systems requires States (national authorities), as part of their oversight of “service providers” (including commercial aircraft operators, aerodromes, and international general aviation operators of large or turbojet airplanes), to implement a Safety Management System (SMS).

As the SMS oversight matures, the aircraft operators and aerodromes in these member States will start to consider the possible impact their interfaces with suppliers and vendors have on the effectiveness of the performance of their SMS. In addition, some States are considering the inclusion of Ground Handling Service Providers (GHSPs), which includes FBOs, in the full scope of their safety plans, including requirements for SMS. The maturity of the organization’s SMS is a critical factor in the long-term recognition of the use of industry best practices that conform to ICAO Standards and Recommended Practices (SARPs).

According to Allianz Global Corporate & Specialty 2020 risk report, ground congestion is causing delays and safety concerns. With more aircraft on the ground, crowded servicing areas and aprons are increasing the number of ramp collision incidents.

Data gathered by IBAC from various sources has shown that 37% of incidents result in aircraft damage, 59% when the aircraft comes into collision with ground servicing equipment (GSE), other aircraft, or static objects (trees, lamp posts, hangars, etc.), and 72% are happening when the aircraft is parked and under the control of the ground handler.

Analysis of more than 500 loss events at 14 German airports by AGCS shows that damage to vehicles on the tarmac is a leading cause of insured losses. More than 50% of these events were due to collisions with pushback tractors, baggage trolleys, aerial work platforms, or washing systems. The European Aviation Safety Agency claims “accidents related to ground handling constitute the fourth biggest accident category in the last decade.”

Senior management should be genuinely committed to achieving and maintaining a high level of safety and give employees motivation and the means to do so. If a culture is created where safety is a commitment made by management, then both employees and customers will see that their welfare is your priority. It is better to have employees working with you to manage their own safety and feel more responsible for their safety and their co-workers as well.

GHSP owners and managers need to have an adequate understanding of SMS implementation, industry recognized programs, and ICAO standards. SMS implementation must bring value to the organization. Conforming to a recognized industry standard can provide a competitive advantage and could well be a deciding factor when a customer has a choice between two or more comparable suppliers. By implementing an SMS and securing ISBAH registration, organizations can allow customers to showcase their dedication to safety in their own business dealings.

Change is about improvement and working smarter, not harder. Change is best made with small incremental steps, not complete overhauls. The change to SMS requires leadership to embrace it and lead by example.

Although our industry is inherently safe, it takes continuous improvement to avoid just being lucky!

Terry Yeomans is Program Director for the International Standard for Business Aircraft Handling (IS-BAH). He began his business aviation career in 1984 with McAlpine Aviation based at Luton Airport. Prior to joining the IS-BAH Program for IBAC, he worked for Air Routing International/Rockwell Collins as Manager Ground Operations Standards & Development (Europe/North Africa) responsible for coordination and supervision (ground logistics) of ad-hoc business aviation flights operating to and from the UK’s various airports for a major international flight service company. Yeomans is a former council member and deputy Chairperson for the British Business & General Aviation Association (BBGA), past chair of the EBAA Airport Handling and Ground Operations Committee (AHGOC), and council member (and treasurer) of the International Business Aviation Council (IBAC).