Flight Planning Codes Demystified [+ Free Guide]

A flight plan is a critical part of a flight and it is essential to ensure that it’s properly prepared. Unfortunately,mistakes are often made when completing them, due to lack of knowledge or confusion about regulations. It’s important to ensure your flight plans are going to ATC with the right codes to help you avoid clearance changes and delays. Errors on sample flight plans are also a frequent reason why Letters of Authorization are either delayed or not approved.

Our experts have compiled a free Flight Planning Guide with equipment checklists for operators and their planning providers to make sure their flight plan meets ATC’s and the FAA’s expectations.


Download Your Free Guide with Checklists


Flight planning codes for LOA approval

When applying for a Letter of Authorization (LOA), there is a lot of paperwork to prepare and the FAA wants to make sure everything is in order. For applications for LOAs A056, Data Link Communications (CPDLC/ADS-C), and B036, Oceanic and Remote Operations (RNP-10/RNP-4/RNP-2), a sample flight plan is required.

Since you’re requesting Data Link and PBN authorization for the aircraft, the FAA will specifically be checking whether the flight planning codes listed in ICAO Items 10 and 18 are correct for the aircraft capabilities. 

Unfortunately, there are often errors in this section, which end up causing delays in the approval of LOAs. While flight planning codes may seem like just a bunch of letters and numbers on paper, errors can have real consequences when received by ATC, such as inadvertent flight penalties or the inability to receive an in-flight clearance. Operators and planning providers must share the responsibility in correctly filing flight planning codes. 

Your flight planning code checklist

We’ve put together a list of important form items operators can run through to check the most common Flight Plan Form errors.

For the full list of codes you need to consider, download the Flight Planning Guide

Item 10

List the navigation and communication equipment and capabilities of your aircraft.

Item 10a

  • Review your data link codes (J codes).
    These codes will include “J1” through “J7”
    Most DLC-capable aircraft are capable of VDL M2. If your aircraft is VDL M2 capable then you need to have the “J4” code listed.
    There has been some confusion regarding this code and TSO C-160/160a compliance. TSO compliance relates to determining domestic enroute capability which affects Item 18, but does not affect this item.
  • Determine if you should include the “P2” code.
    If the aircraft is PBCS capable, “P2” should be included. If the aircraft is not PBCS capable, do not include this code. (Note that if your aircraft has Honeywell FMSs that have not yet been updated with a proper latency timer fix, then you should NOT include “P2.”)
  • Check if you will list a COM/, NAV/, or DAT/ entry in item 18.
    If you will be listing an entry in item 18, then add a “Z” code here.
    You will always list an entry in item 18 and need a “Z” code if your aircraft is data link capable.

Item 10b

  • Ensure the transponder code is correct.
    For example, if the aircraft has 1090 MHz ADS-B installed, which is very common, one of the “extended squitter” codes should be used. The most common code is L, but your aircraft may differ.

Item 18

List additional technical equipment codes to clearly communicate your aircraft capabilities. There are a lot of codes and a specific order, so errors in this section are frequent. Depending on your flight planning provider and their system, you may only have to do this once, when you set up your aircraft profile.

  • Check the code sequence.
    Keep the codes in the preferred sequence as indicated in the FAA’s flight planning brochure to prevent truncation of your flight plan resulting in an incomplete flight plan.
  • Ensure applicable RNP-4 codes are listed.
    If the aircraft is RNP-4 capable, the PBN/ entry must include L1, in addition to “A1” for RNP-10.
  • All data link equipped aircraft must include a DAT/ entry.
    Aircraft capable of US domestic en route CPDLC, without any known “push-to-load” message errors, will typically use the code DAT/1FANSE2PDC.
    Aircraft capable of US domestic en route CPDLC, with known “push-to-load” message errors, will typically use the code DAT/1FANSER2PDC.
    Aircraft not capable of US domestic en route CPDLC, but FANS equipped, will typically use DAT/1FANS2PDC.
  • Make sure the SUR/ entry is correct.
    If ADS-B is installed, it should be SUR/260A or SUR/260B, depending on the equipment.
    If the aircraft is PBCS capable/authorized, make sure to add “RSP180” to this entry.
    If the aircraft is not PBCS capable/authorized, do not enter an RSP code.
  • Make sure there are REG/, SEL/, CODE/, and OPR/ entries.
    These are all operator/aircraft specific and reflect the aircraft registration, aircraft SELCAL code, aircraft hexadecimal Mode S code, and the operator’s name, respectively.

Item 19

Include items specific to survival equipment and information for search and rescue teams. This section of the form usually isn’t transmitted to air traffic control, but the FAA considers it mandatory for LOA approval.

Finally, although not related to flight planning codes, we have seen the FAA taking notice of the fuel information as well. Here are a few key items to check:


Equal Time Point (ETP)

  • Ensure these calculations are included in the flight plan
    The equal time point is a point along the route from which it takes the same amount of time to return to the departure point as it would to continue to the destination.

Fuel Block: This is a detailed breakdown of fuel usage.

  • Ensure fuel listed meets requirements.
    ICAO specifies seven different fuel blocks that are to be present on the flight plan.
  • Check that your naming conventions are correct.
    Keep in mind that there are different naming conventions. For best results, it is recommended that you keep your fuel block as closely matched to ICAO’s terminology as possible.
    If you name your reserve fuel “reserve” or “RESV”, rename it to “contingency”, or “CONT”.
  • Check your back up fuel.
    Authorities want to see how you plan on using your fuel and if there is enough fuel planned in the event you would need to fly to an alternate airport.
    • Be sure to add 30 minutes of holding/final reserve fuel.
    • Be sure to add 5% contingency fuel (5% of the trip fuel).

Don’t forget to download our free Flight Planning Guide

Looking for more detail on each of these items? Our International Operations and Procedures Manual has expanded information with charts explaining each code in the appendices.

Contact us for any LOA support, and check out our free LOA Guide for more information.  

AviationManuals updates international operations service to conform with new flight planning codes

At AviationManuals a primary element of our services is ensuring our clients have the most up-to-date information about regulations, compliance, and requirements.

This month we’re announcing updates we made to our international operations procedures service in response to the new planning code requirements that were released by the Federal Aviation Administration (FAA) in November 2022.

The FAA had identified potential gaps in the codes currently available in the international flight plan format that can result in ambiguity on specific advanced navigation capabilities. To improve understanding between operators and ATS, the FAA has introduced new codes for any aircraft that intends to use these capabilities.

For example, the new codes allow operators to indicate if an aircraft is fitted with advanced RNP and related capabilities such as Radius to Fix (RF) or Time of Arrival Control (TOAC), as well as RNP-2 in either continental or oceanic airspace.

These new codes will be required for any aircraft that intends to use these capabilities within FAA- controlled airspace and are effective immediately.

In response, we have updated our international operation procedures (IOP) services to reflect the new requirements and codes. Subscribed operators have received a Sky Brief update about the change and will see the new procedures updated in their manuals at their next annual revision. This is just one of the hundreds of requirements we monitor and review across multiple regulatory environments to ensure our clients always have the most relevant and timely information at their fingertips.

For those wanting more information, we have subscription services for international operators that keep your team up to date.

AviationManuals Receives MEL Preamble Pre-Approval from Isle of Man: What it means for you

You probably think our business is safety.

And it is. But we are also so much more than that.

We spend much of our time working with agencies, partners, and industry leaders to provide the best possible outcomes for operators, particularly when navigating complex compliance and safety landscapes.

We recently announced that the Isle of Man granted “pre-approval of our Minimum Equipment List preamble,” and you can read about it here:

We are proud of the Isle of Man announcement since it reflects the high standards the entire team at AviationManuals always strives for. We want to continue to be the trusted partner that helps make running an operation easier for our clients.

Developing strong relationships and partnerships with regulators worldwide as well as strategic associations in business aviation, has been instrumental in helping to streamline approvals and applications.

So, even if your aircraft is not registered with the Isle of Man, this achievement demonstrates how we continually strive to make all our services more accessible and valuable to our customers.

While we continue to talk to companies across the industry about integrations, you can always stay up to date on our latest partnerships and integrations here. Alternatively, feel free always to reach out and tell us directly what partnerships or integrations you might like to see us pursue.

One partner, association, authority, and application at a time, we’re building the future of safety and compliance support.

MEL, MMEL, NEF: What Are You Required to Have? [+ Free MEL Guide]

Are you required to have an MEL? Could your aircraft be grounded if you don’t have an NEF Program? MMELs, MELs, and NEFs (nonessential equipment and furnishing lists) allow you to operate even if some aircraft equipment and furnishings are inoperative.  Knowing which you need though can be confusing.

Did you know that the use of an MMEL as an MEL requires more than simply having the MMEL? Find out what other documents you need to have on board the aircraft. Download our free MEL guide for clear guidance on what you need, how to use it, and how to maintain it.


Get Your Free MEL Guide


MMEL Explained

Master Minimum Equipment List (MMEL): A master list of items on an aircraft that are allowed to be inoperative under specific conditions without impacting the safety of flight.

The MMEL is established by the aircraft manufacturer and approved by the national aviation authority. The goal of the document is to detail what equipment and furnishings can be inoperative without compromising safe operations. When developing the MMEL a number of factors are taken into consideration including:

  • Engineering and flight testing of failures
  • Effects of inoperative items on flight safety and the crew
  • Impact of multiple failures

MEL Explained

Minimum Equipment List (MEL): Based on the MMEL, it is an adapted list of items specific to a given aircraft/fleet aircraft that may be inoperative taking into consideration specific regulatory and operations limitations unique to each operator.

With an MEL, the operator can far more easily determine the conditions under which an aircraft can operate even with inoperative equipment, since it is more concise and customized to the aircraft/fleet and operator.

An MEL must also be approved by the aviation authority, but unlike an MMEL, which is designed to cover an entire aircraft series/models’ potential configurations, spanning years or even decades, an MEL can be fully customized to remove non-applicable items as well as add procedures. 

MEL customization is based on:

  • Aircraft type, variant, and serial number
  • Applicable regulations related to the type of operation, aircraft size and capacity, airworthiness directives, MMEL supplements, STCs, etc.; and special approvals granted to the operator (CAT II, PBN, RVSM, ETOPS…).

It is important to ensure that when customizing an MEL, it is never less restrictive than the MMEL.

What about nonessential equipment that cater to passenger convenience and entertainment? These are part of an Operator’s NEF Program instead.

NEF Explained

Nonessential Equipment and Furnishings Program (NEF): It is part of the MEL, but may be kept as a separate document. It outlines the steps operators may use to determine if a damaged, inoperative or missing item can be deemed as nonessential and therefore deferred.

If you have the LOA that allows you to use your MEL, or MMEL as an MEL for U.S. Part 91 operators, you may use an NEF Program to defer items deemed nonessential.

However, if you don’t have an NEF program, all inoperative, nonessential items need to be fixed before takeoff.

U.S. registered aircraft operating under Part 91 can obtain authorization to use the MMEL as an MEL, although it’s highly suggested that operators use this for domestic operations only.

MMEL as MEL (U.S. Registered, Part 91 Only)

If you want to use an MMEL as an MEL, there are however other documents you must have onboard in addition to the MMEL – refer to the MEL Guide for more information.

When using an MMEL as an MEL crews only have generic information available to them. Not all items included in the MMEL will be applicable to their specific aircraft or type of operation. It is important that crews be able to determine which deferrals are applicable to them.

  • A number of items in the MMEL will not indicate a specific number installed or number required. Crews will need to know which equipment is installed, how many units are installed, and the minimum number required based on applicable regulations and operational limitations.
  • The MMEL and M&O procedures will contain generic procedure statements. Crews will need separate guidance on where specific procedures can be found.
  • The MMEL will contain generic regulatory statements. Crews will need to know which regulations apply to each item and have copies of those regulations available to them in the aircraft.

Due to the generic nature of the MMEL, crews must be careful when selecting the appropriate deferral item. Some of the things they will want to consider are:

  • Modifications, Service Bulletins, STCs, etc.
  • Part numbers
  • Serial number ranges
  • Variant restrictions
  • Operating types
  • Installations of other equipment
  • Quantity of equipment installed

Creating an MEL that meets regulations and then keeping it up to date is very time consuming. Contact our team for advice and support. And don’t forget to download your complimentary MEL Guide:

Get Your Free MEL Guide

AviationManuals has been listed as a preferred vendor by the Bermuda Civil Aviation Authority (BCAA)

Safety is paramount in aviation. That’s why there are procedures included in manuals that allow or deny the operations of an aircraft. Two important manuals are crucial in maintaining safe aircraft operation: MELs and OTARs.

We’re pleased to announce that AviationManuals has been listed as a preferred vendor by the Bermuda Civil Aviation Authority (BCAA) to produce OTAR-compliant MELs. This achievement is the result of closely working with the BCAA to make sure operators remain safe while also expediting the approval OTAR-compliant MELs.

A Minimum Equipment List (MEL) is the maintenance, engineering, and logistics documents companies use to keep their aircraft compliant with regulations. MELs contain instructions for all sorts of aircraft operations, including when an airplane can or cannot fly due to maintenance issues or safety concerns.

An Overseas Territories Aviation Requirements (OTAR) describes how aircraft operators, aviation personnel, and service providers gain approvals, licenses, and certificates as well as the requirements needed to maintain them.

An OTAR-compliant MEL has been written according to the safety standards of both the MEL and the OTAR components.

“We have been busy working with the BCAA to develop specific processes and products that provide operators with the accurate manuals and documents to aide in getting approvals as fast as possible,” said Mark Baier, CEO of AviationManuals. “Our ability to produce OTAR compliant MELs will help to ensure operators in the area are following the correct procedures, which is one of the main goals for all of our clients and subscribers.”

As a preferred vendor, AviationManuals underwent an assessment by the BCAA, including the evaluation of a sample manual. Moving forward, operators utilizing AviationManuals to produce OTAR-compliant MELs will benefit from a reduced processing time. Operators using AviationManuals can see processing times reduced by as much as a third.

The BCAA expects this change to result in significant cost savings for operators utilizing their system.

“Being listed as one of the preferred vendors of the BCAA is another testament to how dedicated our team is to aviation safety,” said Mr. Baier.

EBACE 2022 Recap

This week, AviationManuals exhibited at EBACE 2022, organized by the European Business Aviation Association (EBAA). It is one of the most important aviation trade shows in Europe. The show was held in Geneva, Switzerland. EBACE brings together all members of this sector and other people interested in the support services sector of business aviation. EBACE was an excellent opportunity for us to showcase ARC and reach the most qualified audience of business aviation professionals. With visitors from over 30 countries and interest groups as diverse as Corporate, MRO, Airports, Airlines, and Industry Suppliers.

During the convention, Aviation Week Network interviewed Mark Baier, CEO of AviationManuals, about how his organization’s system can help aviation organizations operate more safely, keep up with industry developments and regulations, and create manuals with ease. He also outlined who might benefit from using the system.

We were able to show and explain at EBACE how ARC offers the capabilities you need to manage safety and your operation better. How the modules help you flag issues before they happen and manage risk with time to spare for other important tasks.

We hope you enjoyed EBACE as much as we did. If you have any questions about the conference, or anything else that was discussed there, please don’t hesitate to contact us.

How to take to the skies with the right LOA [+ Free LOA Guide]

The LOA development and application process may seem daunting, especially when you’re doing it alone. With our free LOA Guide (Download Here), we provide an overview of what LOAs are, when you need them, and how straightforward the application process can be.


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What is an FAA Letter of Authorization (LOA)?

A Letter of Authorization (LOA) in aviation is a formal document approved by the Federal Aviation Administration (FAA) for Part 91 operators (known as Operations Specifications (OpSpecs) for Part 135) authorizing them to engage in specific flight activity. For example, when an operator wishes to use data link when flying outside of the United States, they would need to apply for a Data Link Communications LOA – otherwise known as an LOA A056. Always check which LOAs are required when planning your trip, especially when flying abroad.

Here are a few useful LOA facts:

  • LOAs do not expire, unless under exceptional circumstances. You do not need to renew your LOA, unless significant operational information changes, since LOAs are tied to the aircraft and operator.
  • For an LOA to be in effect, the indicated operator should have operational control of the flight.
  • Once you receive your approved LOA, there’s not much else to do – no follow up is required with your Flight Standards District Office, unless you’re looking to add an authorization or revise the information on an LOA.

For an overview of all LOAs and when you need them, take a look at our LOA Guide.

Applying for an LOA

The FAA is responsible for issuing LOAs to the rightful operator, or the entity with operational control over the aircraft for a particular flight. However, the operator is not necessarily the manager or owner of the aircraft. Where multiple operators use the same aircraft, separate LOAs would be required for each operator. 

When applying for an LOA, there are a few steps to take to ensure you have all the required materials:

  1. Make sure you have the right manual for the right LOA ready and up-to-date. Prepare the necessary operations procedures by either creating a standalone manual, or adding an appendix to an existing one.
  2. Gather all supporting documentation required by the FAA, such as training certificates, or company procedures, as well as a cover letter, along with potential FAA checklists, forms, or job aids.
  3. Once you have all documentation in place and have looked over all FAA instructions, the final step is submitting the application. Each FSDO (Flight Standards District Office) is different though, so you can expect additional instructions or feedback. Be meticulous in preparing all documentation to avoid your application being delayed or even denied. Keep in mind that we can support you throughout the entire LOA application process.

Application turnaround times vary according to which LOA you’ve applied for. Since it can take anywhere from three weeks to six months, plan your LOA application well before you plan to take to the skies.

Download your free LOA guide now to learn more about the application process, which LOAs are required when, as well as application turnaround times. Reach out to us for any questions you may have. Our LOA experts are here to help!

Easy and Practical SMS Implementation [+Free SMS Guide]

Everyone knows that having a Safety Management System (SMS) can help you become a better and safer operator. Let’s look beyond SMS theory and translate it into plain language that you can act on. Download our free SMS guide for real world advice on implementing SMS.



What are the four components of SMS?

Component 1: Safety Policy and Objectives

FAA Definition: Establishes senior management’s commitment to continually improve safety; defines the methods, processes, and organizational structure needed to meet safety goals.

In Summary: Write down a description of your SMS.

Component 2: Safety Risk Management

FAA Definition: Determines the need for, and adequacy of, new or revised risk controls based on the assessment of acceptable risk.

In Summary: Keep an eye out for risks and, when you find them, decide what you will do to fix, reduce, or avoid them.

Component 3: Safety Assurance

FAA Definition: Evaluates the continued effectiveness of implemented risk control strategies; supports the identification of new hazards.

In Summary: After you have identified a risk and did something to fix, reduce, or avoid it, double check to make sure that what you did actually led to an improvement.

Component 4: Safety Promotion

FAA Definition: Includes training, communication, and other actions to create a positive safety culture within all levels of the workforce.

In Summary: SMS only works if it’s a part of the company culture, so you need to get the safety message out regularly and need to get everyone involved.

How to implement SMS?

Now that you know what you need, how do you accomplish everything?

Component 1: Safety Policy and Objectives
1. Take stock of what you are already doing and write it down
2. Create a Safety Policy
3. Come up with your safety objective
4. Define roles and responsibilities

Component 2: Safety Risk Management
1. Determine your SMS process
2. Decide how you will identify risks
3. Outline what you will do about these risks
4. Define what you will do when things go wrong

Component 3: Safety Assurance
1. Review safety data to ensure what you are doing is improving safety

Component 4: Safety Promotion
1. Ensure safety is an integral part of your organizational culture by communicating often

For expanded detailed guidance on implementing SMS download our free guide


NBAA BACE 2021 Recap

It was great getting to see everyone in person again at BACE 2021 for the first time since 2019. It’s been a long road, but it was a great show with lots of useful information. Here are a few topics that came up during the week that we think you will find uniquely interesting. 

International and Regulatory Updates 

LOA Streamline Process 

The FAA, OEMs, and industry stakeholders have been working together over the past year to simplify the LOA application process. Through this process an operator would receive three statements of compliance (SOCs): ASOC from the aircraft manufacturer, TSOC from their training provider, and PSOC from their procedures provider. The three statements of compliance along with a simple form constitute the application and could be used to apply for 10 different LOAs. Once submitted to the FSDO the inspector would not need to review any further documentation which should bring approval times down from months to days. 

The program is expected to incorporate the following LOAs: 

  • A056 
  • B036 
  • B039 
  • B046 
  • B054 
  • C048 
  • C052 
  • C063 
  • C073 
  • D095 

The FAA is currently working on draft guidance and is hoping to have something official in the first half of next year. They plan on initially rolling out the program to Part 91 operators who are applying for LOAs for brand new aircraft with approved ASOCs. 

North Atlantic Errors 

Errors related to large height deviations, lateral deviations, and coordination events were specifically mentioned during one of the sessions. As operators start making NAT crossings after such a long hiatus, it’s important to review your procedures again and familiarize yourself with requirements and best practices. This self-study should include your operations procedures manual and ICAO’s Oceanic Errors Safety Bulletin. Crews may want to also consider recurrent international procedures training prior their next oceanic crossing. 

Also, remember that best practices are often just as important as the required procedures. Though things like recording navigation readings or doing navigation sensor checks may not always be strictly required, they are still a good practice that can help prevent deviations. 

If you run into an issue that would be classified as an oceanic error, then be sure to consult your operations manual for error reporting procedures and, if necessary, incident reporting procedures. Additionally, you will want to submit a report to your SMS to record the issue and allow for appropriate mitigations to be put into place. 

Discontinuance of Oceanic Clearances 

In 2019 ICAO held a workshop with their NAT planning group to discuss priorities for upcoming mandates and airspace redesign. They set a 2030 Vision “To achieve an interoperable global air traffic management system, for all users during all phases of flight, that meets agreed levels of safety, provides for optimum economic operations, is environmentally sustainable and meets national security requirements.” 

Additionally, they set 2030 Vision Principles, seven sets of goals and objectives, and listed numerous potential improvement considerations. One of the items for improvement considerations was the discontinuance of oceanic clearances. ICAO is just starting work on this initiative and is expected to continue development through 2023. 

Although not specifically mentioned at BACE, additional improvement considerations of interest include: 

  •  SATVOICE permissibility and requirements for migration from HF to SATVOICE as a backup to FANS communication. 
  • RVSM expansion to include airspace above FL410. 
  • ADS-B ITP expansion. 
  • Expanding PBCS / PBN requirements. 

As far as we know, specifics on these topics are not yet available, but we are keeping an eye out for updates. 

MEL Updates 

Current Approval Process 

If you are currently waiting for approval of an MEL you are not alone. With the increase in operators requesting MELs and the complex nature of the manuals, reports at BACE were that on average D195 LOA approvals were between 4 days to 16 months. From our own experience we have seen most falling between 2-3 months, but with a notable amount in excess of 4 months. With increasing international pressure to operate with a customized MEL, it’s advised that operators submit for their MELs well in advance of any upcoming trips. 

Guidance Change Reminders 

The MEL guidance session picked out a few key regulatory reminders, including: 

  • AC 91-67
    This AC originally provided guidance on acceptable methods of operation with inoperative equipment. This was canceled on November 3, 2017 as the AC was no longer in compliance with ICAO standards. An updated version of this has been drafted and is pending final release. 
  • Policy Letter PL-25
    This PL was recently revised to Revision 22 and includes significant changes that clarify definitions and remove information about usage in an MEL from the definition itself. Operators using the MMEL as an MEL should download the most recent version and keep it onboard with their other required MMEL documents. Those with approved MELs can update the Policy Letter during their next MEL update. 

Upcoming Guidance Changes 

  • AC 91-67A. After the original version of this AC was canceled, AC 91-67A was drafted to bring the guidance in line with current ICAO standards. Although the final version of this AC has not been released yet, the most notable item in the AC is the discontinuance of LOA D095, use of an MMEL as an MEL, for Part 91 operators. It’s estimated that there are around 11,000 of these LOAs currently in use that would need to be migrated to a customized D195 MEL. Operators currently using the MMEL as an MEL are strongly encouraged to begin the development and submission process of a customized MEL as soon as possible. 

SMS Challenges 

As expected, SMS continued to be a hot topic at BACE. As many departments are recognizing the importance of SMS and starting to incorporate programs, there is much to write about. Here we will just mention some of the key questions that came up during the event but stay tuned for future posts with in-depth discussions about the issues and how to solve them. 

  • How to get everyone involved.
    SMS is most effective and easiest to execute when the entire organization is participating in the process. Getting everyone involved including pilots, HR, admin, maintenance, schedulers/dispatchers, accountants, etc. is challenging. Including all departments during the development and implementation of your SMS will help ease buy-in. 
  • How to maintain your SMS as personnel and roles change.
    Two major challenges operators are facing right now are turnover and shifting of roles within their organization. Ensuring the responsibility for your SMS is appropriately handed off to the next person while still continuing to participate in the program is difficult if succession and depth planning have not been established. Documenting your SMS procedures is a first step to making it easier for someone new to pick up and continue the program management. 
  • How change impacts your operation.
    The steps you need to take to manage change and the impact it can have on safety is a topic not discussed enough. Operators need a set process in place to identify the risks a change may have and determine ways to mitigate those risks so they have a clear path for managing and evaluating changes small and large. 
  • What does SMS look like for the single pilot, single aircraft operator?
    From small to large, SMS is necessary for every operator; however, the program should be tailored to fit the characteristics of a particular operator. While a single pilot, single aircraft operation doesn’t need complex approval flows, they will still need a process for recording safety and risk data, implementing mitigations, and analyzing effectiveness of mitigations. 

We hope that those who were able to attend BACE had a great time and that those who were not able to be there in person find our recap helpful in getting a taste of what was discussed. Of course, if you have any questions on these topics or other items you heard at BACE, feel free to reach out. 

AviationManuals Releases Revamped Emergency Response Form

The updated form will better assist Emergency Operators in gathering the necessary information both quickly and seamlessly to prevent confusion when the seconds count most

AviationManuals, the leading provider of manual development services and Safety Management System (SMS) software, has released an updated version of their Emergency Response Form. The form’s new structure allows for a more seamless collection of information in the event of an accident, injury, or threat.

The Emergency Response Form’s updated configuration follows the order that emergency information is received. The failure to gather the correct and vital information could have damaging and long-term consequences. This reliable and easy-to-follow guide ensures all necessary details are correctly recorded and accounted for. This significant update also now includes emergencies for business aviation operators, FBOs, and drone operators.

“In the aviation industry your response to an emergency matters,” said Mark Baier, CEO of AviationManuals. “The updates we have made better encompass emergencies that can occur both on the ground, and in the air. At AviationManuals we are committed to the continued update and improvement of our services. Our mantra is ‘safety is in the small stuff.’ Following some internal research, we found that the form needed a revised structure. It was updated accordingly for optimal use during an emergency situation.”

About AviationManuals 

Products and services include SMS Software, FBO Manuals, Flight/Company Operations Manuals, International Operations and Procedures Manuals, Minimum Equipment Lists, Emergency Response Plans, and Internal Audit Programs, as well as Letters of Authorization (LOA) support for RVSM, Data Link (CPDLC / ADS-C), PBN (RNP-10 / -4, NAT HLA, B-/P-RNAV, and RNP-1), Enhanced Flight Vision Systems (EFVS), Unmanned Aircraft Systems (UAS), and EFBs.

AviationManuals is a member of the National Business Aviation Association (NBAA), International Business Aviation Council (IBAC), and the National Air Transportation Association (NATA). For more information on AviationManuals, go to www.aviationmanuals.com.

AviationManuals’ sister company ARC Safety Management is a modular online and app solution for managing safety, communications and overall aviation operations. The company offers customizable web and mobile Safety Management Systems for aircraft operations, FBOs, and commercial drone operators to submit, store and analyze SMS data. For more info go to www.arcsky.com.