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0.5 fatal accidents per 100 000 hours for airline operators, and the safety target is not more than 0.5 fatal
accidents per 100 000 hours for airline operators).
1.4.14 There will seldom be a national acceptable level of safety. More often, within each State there
will be different acceptable levels of safety that will be agreed upon by the regulatory oversight authority and
individual operators/service providers. Each agreed acceptable level of safety should be commensurate with
the complexity of the individual operator’s/service provider’s operational context.
1.4.15 Establishing acceptable level(s) of safety for the safety programme does not replace legal,
regulatory, or other established requirements, nor does it relieve States from their obligations regarding the
Convention on International Civil Aviation (Doc 7300) and its related provisions. Likewise, establishing
acceptable level(s) of safety for the SMS does not relieve operators/service providers from their obligations
under relevant national regulations, and those arising from the Convention on International Civil Aviation
(Doc 7300).
Examples of implementation
1.4.16 State safety programme. An oversight authority establishes an acceptable level of safety to be
achieved by its safety programme that will be expressed by:
a) 0.5 fatal accidents per 100 000 hours for airline operators (safety indicator) with a 40 per cent
reduction in five years (safety target);
b) 50 aircraft incidents per 100 000 hours flown (safety indicator) with a 25 per cent reduction in three
years (safety target);
c) 200 major aircraft defect incidents per 100 000 hours flown (safety indicator) with a 25 per cent
reduction over the last three-year average (safety target);
d) 1.0 bird strike per 1 000 aircraft movements (safety indicator) with a 50 per cent reduction in five
years (safety target);
e) no more than one runway incursion per 40 000 aircraft movements (safety indicator) with a 40 per
cent reduction in a 12-month period (safety target); and
f) 40 airspace incidents per 100 000 hours flown (safety indicator) with a 30 per cent reduction over the
five-year moving average (safety target).
Chapter 1. Overview 1-5
1.4.17 The safety requirements to achieve these safety targets and safety indicators include:
a) the oversight authority accident prevention programme;
b) a mandatory occurrence reporting system;
c) a voluntary occurrence reporting system;
d) a bird strike programme; and
e) the deployment of radar systems in the State’s three busiest airports within the next 12 months.
1.4.18 Airline operator SMS. An oversight authority and an airline operator agree on an acceptable
level of safety to be achieved by the operator SMS, one measure of which — but not the only one — is
0.5 fatal accidents per 100 000 departures (safety indicator); a 40 per cent reduction in five years (safety
target) and — among others — the development of GPS approaches for airfields without ILS approaches
(safety requirement).
1.4.19 Service provider and aerodrome operator SMS. An oversight authority, an ATS provider and
an aerodrome operator agree on an acceptable level of safety to be achieved by the provider and operator
SMS, one element of which — but not the only one — is no more than one runway incursion per
40 000 aircraft movements (safety indicator); a 40 per cent reduction in a 12-month period (safety target)
and — among others — the establishment of low visibility taxi procedures (safety requirement).
1.4.20 Chapter 5 contains further information on safety performance indicators and safety
performance targets.
1.5 STAKEHOLDERS IN SAFETY
1.5.1 Given the total costs of aviation accidents, many diverse groups have a stake in improving the
management of safety. The principal stakeholders in safety are listed below:
a) aviation professionals (e.g. flight crew, cabin crew, air traffic controllers (ATCOs) and aircraft
maintenance engineers (AMEs)1);
b) aircraft owners and operators;
c) manufacturers (especially airframe and engine manufacturers);
d) aviation regulatory authorities (e.g. CAA, EASA and ASECNA);
e) industry trade associations (e.g. IATA, ATA and ACI);
f) regional ATS providers (e.g. EUROCONTROL);
g) professional associations and unions (e.g. IFALPA and IFATCA);
1. Annex 1 — Personnel Licensing also offers the possibility of referring to these persons as aircraft maintenance technicians or
aircraft maintenance mechanics. This manual will refer to them as aircraft maintenance engineers (AMEs).
1-6 Safety Management Manual (SMM)
h) international aviation organizations (e.g. ICAO);
i) investigative agencies (e.g. United States NTSB); and
　
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