ANO-19 SM Issue-1 16-Jul-2024

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Civil Aviation Authority of Bangladesh
Gazette
Dhaka, 26 ˆekvL ১ ৪ ৩ 1/09 May 2024
No. CAAB 30.31.0000.111.37.019.23 – In exercise of the power conferred

by Section 47, read with Section 14 of the Civil Aviation Act, 2017 (Act No. 18
of 2017), hereinafter referred to as the ―Act‖, the Chairman of the Civil Aviation
Authority of Bangladesh is pleased to issue this Air Navigation Order (ANO)
―ANO 19 on Safety Management‖.
2. This ANO shall come into force with immediate effect.
Air Vice Marshal M Mafidur Rahman

BBP, BSP, BUP, ndu, afwc, psc
Chairman
Civil Aviation Authority of Bangladesh.
(22093)
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CHAPTER 1. GENERAL
1.1 Short Title and Commencement

This Air Navigation Order (ANO) will be called as ANO 19 on Safety
Management, issued in accordance with Annex 19 to the Convention on
International Civil Aviation and referred to herein as the ―ANO 19‖.
This ANO 19 shall be effective immediately upon publication in the
official gazette.
1.2 Introduction
With the increase in air traffic and the complexity of the aviation system,
it became necessary to address safety management dedicatedly and
explicitly to ensure safe journeys and the protection of people, properties,
and the environment through the management of safety risks in aviation.
Safety management is commonly understood as applying a set of
principles, frameworks, processes, and measures to prevent accidents,
injuries, and other adverse consequences that may be caused while
delivering service or producing a product. It is the function that exists to
assist managers in better discharging their responsibilities for operational
system design and implementation through either the prediction of
system deficiencies before errors occur or the identification and
correction of system deficiencies by professional analysis of safety
deficiencies within the processes of the organization.
Safety management implies a systematic approach to managing safety,
including the necessary organizational structure, accountabilities,
policies, and procedures. The objective of safety management in the
aviation industry is to prevent human injury or loss of life and to avoid
damage to the property and the environment.
As a member of ICAO, Bangladesh has committed to comply with ICAO
safety management standards. These standards include requirements for
States as regulators and SMS, applicable to product/service provider
organizations.
To fulfill the obligation to the Convention on International Civil Aviation
and national legislation as well as meeting our safety policy for ensuring
safe air and preventing injury to persons, damage to property, and
protection of the environment, this ANO on Safety Management is being
promulgated. This ANO 19 (Issue #01, May 2024) has been developed
based on edition 2 of Annex 19 to the Convention on International Civil
Aviation.
evsjv‡`k †M‡RU, AwZwi³, RyjvB 16, 2024 22095
The Provisions in this ANO are intended to assist CAAB including all
stakeholders i n managing aviation safety risks. Given the increasing
complexity of the global air transportation system and its interrelated
aviation activities required to assure the safe operation of aircraft,
this ANO supports the continued evolution of a proactive strategy to
improve safety performance. The foundation of this proactive safety
strategy is based on the implementation of a State Safety Programme
(SSP) that systematically addresses safety risks.
Effective SSP implementation is a gradual process, requiring time to

mature fully. Factors that affect the time required to establish an SSP
include the complexity of the air transportation system as well as the
maturity of the aviation safety oversight capabilities of the State.
This ANO describes the requirements of SSP and Safety Management

Systems (SMSs), as well as related elements including the collection and
use of safety data and State safety oversight activities. The Critical
Elements (CEs) of a State Safety Oversight (SSO) system constitute the
foundation of an SSP. Chapter 3 integrates the eight CEs of the SSO
system with the SSP framework elements into a streamlined set of
provisions to facilitate implementation.
This ANO is a living document and will be reviewed and revised at

periodic intervals to take into account changes in legislation, laws,
regulations, ICAO Standards, and feedback from the organization and
the industry.
1.3 Oversight of Product/Service Providers/Operators.
a) This document refers to aviation products and services over which CAAB
has regulatory authority and safety oversight responsibility. Entities that
provide products and services include airports, manufacturers, airlines,
operators, maintenance organizations, training organizations, air traffic
service providers, and others. Entities may be organizations or individuals.
Aviation product/service providers are responsible for the safety of their
products and services; they must comply with safety regulations and
standards established by the CAAB. CAAB is responsible for establishing
the safety regulations and standards that provide requirements for aviation
product/service providers’ systems. These regulations and standards are
founded upon the CAA Act 2017, CAR 84 and amendment thereto, ICAO
Annexes, and safety data and analysis.
b) With SMS, CAAB is better able to allocate resources and conduct safety
oversight using safety management principles. CAAB establishes safety
management requirements for, and promotes SMS implementation in,
product/service provider/operator organizations, as appropriate. CAAB
verifies compliance with regulations using a variety of means such as
audits, evaluations, and inspections. CAAB also confirms the
implementation and effectiveness of the aviation product/service
provider’s systems. In this way, CAAB personnel are used more
efficiently, and there is a higher level of confidence that an aviation
product/service provider/operator will meet safety standards.
c) With SMS, CAAB will assure product/service compliance in accordance

with the regulations. Therefore, direct observation and surveillance are
still required in the CAAB oversight activities. CAAB is assessing
compliance with the regulations. In addition to that, CAAB will assess
the effectiveness of service providers’ safety management capabilities
and performance.
d) With SMS, CAAB will ensure that regulations are in place to control
safety risks. CAAB will use available data to monitor the level of safety
risk that exists in the areas of CAAB’s regulatory authority and ensure
that safety risk is controlled. Additional/modified regulations may be
developed based upon risk assessments conducted by service
providers/operators and/or the CAAB, as needed.
e) CAAB uses SRM throughout the aviation system to manage safety risks
with regulations, standards, and policy. CAAB typically conducts SRM
in an oversight capacity to address safety issues that affect multiple
product/service providers. CAAB Departments with oversight
responsibility must ensure that service providers/operators have
processes and methods in place to control safety risks.
f) CAAB is never responsible for performing SRM or primary Safety

Assurance on behalf of an individual aviation service provider/operator
that it oversees. Aviation service providers/operators are responsible for
managing safety for their operations, including conducting SRM and
Safety Assurance for their operations. Aviation service
providers/operators can directly control risk related to the hazards in their
operations because they control the resources and activities of people
directly exposed to hazards.
1.4 Status of ANO Components
This ANO 19 is made up of the following component parts:
1.— Material comprising the ANO proper
a) Provisions include Standards and Recommended Practices adopted
from ICAO Annex 19 and Industry best practices. They are defined
as follows:
Standard: Any specification for physical characteristics,
configuration, matériel, performance, personnel or procedure,
the uniform application of which is recognized as necessary for
the safety or regularity of international air navigation and to
which applicable authority or agencies or service providers or
operators will conform in accordance with the provisions;
Recommended Practice: Any specification for physical
characteristics, configuration, matériel, performance, personnel
or procedure, the uniform application of which is recognized as
desirable in the interest of safety, regularity or efficiency of
international air navigation, and to which applicable authority
or agencies or service provider or operator will endeavor to
conform in accordance with the provisions.
b) Appendices comprising material grouped separately for
convenience but forming part of the provisions.
c) Definitions of terms used in the Provisions which are not self-
explanatory in that they do not have accepted dictionary meanings.
A definition does not have an independent status but is an essential
part of each Provision in which the term is used since a change in
the meaning of the term would affect the specification.
d) Tables and Figures which add to or illustrate a Provision and which
are referred to therein, form part of the associated Provisions and
have the same status.
2.— Material approved by the CAAB for publication in association
with the Provisions
a) Introduction comprising historical background of the
requirement of this ANO including an explanation of the
obligations of Bangladesh with regard to the application of the
Standards and Recommended Practices ensuing from the
Chicago Convention;
b) Notes included in the text, where appropriate, to give factual
information or references bearing on the Provision in question
but not constituting part of the Standards or Recommended
Practices;
c) Appendices comprising material of Implementation Standards
supplementary to the Standards and Recommended Practices
stated in the provisions of the ANO.
1.5 Explanation
The whole document contains the Provisions which include Standards
and Recommended Practices on Safety Management in accordance with
ICAO Annex 19.
Standards are denoted by ―Shall‖ which are treated as mandatory
requirements. The Standards are reflected in the ANO in the normal fonts
and the recipients are required to conform to such requirements
invariably and the Chairman, CAAB, will take appropriate enforcement
action when those requirements are not complied with.
Recommended Practices are denoted by ―should‖ and are reflected in the
ANO in italic fonts. The recipients are encouraged to implement them to
the greatest extent possible. However, Chairman CAAB will not take
enforcement action when a Recommended Practice is not satisfied by
the recipient.
Notes are reflected in italic fonts, the status is indicated by the
prefix note.
1.6 Control of ANO 19 and its Review Process

(a) This document is the property of the Civil Aviation Authority of
Bangladesh.
(b) This ANO 19 is under the full authority of the Chairman, Civil
Aviation Authority of Bangladesh. Member (Flight Standard &
Regulations) of CAAB is the custodian of the ANO 19.
(c) Member (Flight Standard & Regulations) is responsible for revision,
distribution, retention, and processing of the approval of the ANO 19.
(d) This ANO will be reviewed every three years interval considering
ICAO Annex 19, other ICAO Annexes, and their amendments and
regulations of other regulatory authorities.
(e) Responsible Inspector(s) of FSR Division of CAAB having revision

responsibility of this ANO performs schedule reviews at least every
three years. If the review process does not lead to any change to the
document, ANO is not updated/amended; but the review record is
preserved.
(f) Other than the scheduled review, the document will be reviewed:
• after changes of Act, Laws etc relating to aviation;

• after changes in regulations relating to aviation;
• after changes or amendment of ICAO Annex 19;

• after changes of other Annexes which dictate to change ANO 19;
• after changes of regulations of other authorities such as FAA,
EASA, etc which will require to change ANO 19;
• after changes in any documents of CAAB which will call for
revising this document;
• if service providers/operators or the users of the document ask for

reasonable and objective changes;
• if there are any mistakes/errors in the document and perform
reviews as and when it deems necessary;
(g) After reviewing, if it becomes necessary to review the existing

provision or any portion of a provision of this ANO, it will be
reflected through the issuance of revision.
(h) If the revision requires more than 50% of pages to be

updated/changed, it is recommended that a complete issue of the
document be published, with new issue number and issue date, with
the issue number incremented by 1 (one) with the previous issue
number.
(i) After approval and gazette notification, ANO will be published in the
CAAB website for the use of the stakeholders.
1.7 Dispute Resolution
(a) Should there be any confusion of understanding of the content(s) of this
ANO 19, the matter should be brought to the attention of the Member
(Flight Standard & Regulations) of CAAB for clarification.
(b) In the circumstances, when any dispute or contradiction arises which
cannot be resolved with the provisions of the ANO, the final decision is
under the discretion of the Member (Flight Standard & Regulations) of
CAAB. Member (Flight Standard & Regulations) of CAAB may
produce the issue before the Chairman, CAAB, if deemed necessary.
1.8 DEFINITIONS
When the following terms are used in this ANO on Safety Management, they
have the following meanings unless the context otherwise requires:
A
Accident: An occurrence associated with the operation of an aircraft which, in
the case of a manned aircraft, takes place between the time any person boards
the aircraft with the intention of flight until such time as all such persons have
disembarked, or in the case of an unmanned aircraft, takes place between the
time the aircraft is ready to move with the purpose of flight until such time as it
comes to rest at the end of the flight and the primary propulsion system is shut
down, in which:
a) a person is fatally or seriously injured as a result of:
— being in the aircraft, or

— direct contact with any part of the aircraft, including parts which
have become detached from the aircraft, or
— direct exposure to jet blast,
Except when the injuries are from natural causes, self-inflicted or

inflicted by other persons, or when the injuries are to stowaways hiding
outside the areas normally available to the passengers and crew; or
b) the aircraft sustains damage or structural failure which:
— Adversely affects the structural strength, performance or flight

characteristics of the aircraft, and
— would normally require major repair or replacement of the
affected component,
except for engine failure or damage, when the damage is limited to a single
engine, (including its cowlings or accessories), to propellers, wing tips,
antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear
doors, windscreens, the aircraft skin (such as small dents or puncture
holes), or for minor damages to main rotor blades, tail rotor blades, landing
gear, and those resulting from hail or bird strike (including holes in the
radome); or
c) the aircraft is missing or is completely inaccessible.

Note 1.— For statistical uniformity only, an injury resulting in death within
thirty days of the date of the accident is classified, by ICAO, as a
fatal injury.
Note 2. — An aircraft is considered to be missing when the official search has
been terminated and the wreckage has not been located.
Note 3. — The type of unmanned aircraft system to be investigated is
addressed in 5.1 of Annex 13.
Note 4. — Guidance for the determination of aircraft damage can be found in
Attachment E of Annex13.
Accountabilities: This term refers to obligations that may not be delegated.
Accountable Manager: A single key person of an organization who is

accountable and fully responsible for the organization’s SMS by accepting
ultimate authority for the safe operation of the organization.
Aeroplane: A power-driven heavier-than-air aircraft, deriving its lift in flight

chiefly from aerodynamic reactions on surfaces which remain fixed under given
conditions of flight.
Aircraft: Any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth’s surface.
Aircraft Accident Investigation Committee of Bangladesh (AAIC-BD): The

permanent national civil aviation safety investigation committee of Bangladesh
conducting or supervising safety investigations in accordance with Annex 13
and Aircraft Accident & Serious Incident Investigation Rules (AASIIR),
Air Navigation Order” or “ANO”: means an order issued under Act No. 18 of
2017 for regulating aeronautical and non-aeronautical activities.
Air Operator: The holder of an Air Operator Certificate (AOC) issued by the
CAAB. Air Operator means any person or organization which is, directly or
indirectly, or by itself or by lease or under any other arrangement, engaged in
commercial air transportation and operation;
Examples; Airline, Air Carrier,
Air Operator Certificate (AOC): A certificate authorizing an air operator by
CAAB to carry out specified commercial air transport operations.
Anonymisation : The removal from safety reports of all personal details
relating to the reporter and to the persons mentioned in occurrence reports and
any details, including the name of the organization involved in the occurrence,
which may reveal the identity of the reporter or a third party or lead to that
information being inferred from the occurrence report;
B
Best Practice: A strategy, process, approach, method, tool, or technique that is
generally recognized as being effective in helping an operator to achieve
operational objectives.
C
Change Management: A systematic approach to identify and analyze internal
and external changes with the potential to affect the functionality of an
organization, and for assessing and controlling the risks associated with such
changes.
Competency: A combination of skills, knowledge, and attitudes required to
perform a task to the prescribed standard.
Competency-based Training: Training and assessment that are characterized
by a performance orientation, emphasis on standards of performance and their
measurement, and the development of training to the specified performance
standards.
Competent Authority: An entity within a state that has the legally delegated or
invested authority, capacity, or power to perform a designated function.
COMPLEX MOTOR-POWERED AIRCRAFT shall mean:

(i) an aeroplane:
— with a maximum certificated take-off mass exceeding 5700 kg, or
— certificated for a maximum passenger seating configuration of
more than nineteen, or
— certificated for operation with a minimum crew of at least two
pilots, or
— equipped with turbojet engine(s) or more than one turboprop
engine, or
(ii) a helicopter certificated:
— for a maximum take-off mass exceeding 3175 kg, or
— for a maximum passenger seating configuration of more than
nine, or
— for operation with a minimum crew of at least two pilots, or
(iii) a tilt rotor aircraft;
Compliance: The state of being in accordance with rules or requirements

specified in standards or regulations.
Compliance-Based Regulatory Oversight: The conventional and prescriptive

method used by a state's Civil Aviation Authority to ensure safety; requires
operators or service providers to be in strict compliance with pre-established
non-variable regulations.
Compliance Obligation: A mandatory compliance obligation or a voluntary

compliance obligation. Mandatory compliance obligations include laws and
regulations while voluntary compliance obligations include contractual
commitments, community and industry standards, ethical codes of conduct, and
good governance guidelines. A voluntary obligation becomes a mandatory
compliance obligation once the operator decides to comply with it.
Consequence: Outcome or impact of an event.
Notes:
1. There can be more than one consequence from one event.
2. Consequences can range from positive to negative.
3. Consequences can be expressed qualitatively or quantitatively.
4. Consequences are considered in relation to the achievement of
objectives
Crew member: means any person who is, at the time of flight or while flying,
assigned with any duty of an aircraft by any operator.
D
Disidentified Information: information arising from safety reports from which
all personal data such as names or addresses of natural persons have been
removed;
F
Flight Data Analysis (FDA) Program: A non-punitive program for gathering
and analyzing data recorded during routine flights to improve flight crew
performance, operating procedures, flight training, air traffic control
procedures, air navigation services, or aircraft maintenance and design.
G
General Aviation: means operating any general aircraft for any purpose other
than commercial aviation or aerial work.
H
Hazard: A condition or an object with the potential to cause or contribute to an
aircraft incident or accident.
Helicopter: A heavier-than-air aircraft supported in flight chiefly by the

reactions of the air on one or more power-driven rotors on substantially
vertical axes.
I
Incident: An occurrence, other than an accident, associated with the operation
of an aircraft which affects or could affect the safety of operation.
Note. – The types of incidents which are of interest for safety-related studies
include the incidents listed in Annex 13, Attachment C.
Industry codes of practice: Guidance material developed by an industry
body, for a particular sector of the aviation industry to comply with the
requirements of the International Civil Aviation Organization’s Standards and
Recommended Practices (SARPs), other aviation safety requirements, and the
best practices deemed appropriate.
Interested Party: Any natural or legal person or any official body, whether or
not having its own legal personality, that is in a position to participate in the
improvement of aviation safety by having access to information on occurrences
within and outside Bangladesh;
J
Just Culture: A culture in which front-line operators or other persons are not
punished for actions, omissions or decisions taken by them that are
commensurate with their experience and training, but in which gross
negligence, wilful violations, and destructive acts are not tolerated;
N
NON-COMPLEX ORGANIZATION:
(a) An operator should be considered as non-complex when it has a

workforce of 20 or less time equivalents (FTEs).
(b) Notwithstanding (a) above, the operators with up to 20 FTEs involved
may be considered complex based on an assessment of the following
factors:
(1) in terms of complexity, the extent and scope of contracted
activities subject to the approval;
(2) in terms of risk criteria, the extent of the following:
(i) operations requiring a specific approval;
(ii) operations with different types of aircraft used; and
(iii) operations in challenging environment (offshore, mountainous
area, etc.).
(c) Maintenance organizations with 10 FTEs or less are considered non-

complex organizations.
(d) An approved training organization should be considered as non-complex

when it has a workforce of 20 or less time equivalents (FTEs).
(e) Notwithstanding (d) above, approved training organization with up to 20

FTEs involved may be considered complex based on an assessment of
the following factors:
(1) in terms of complexity, the extent and scope of contracted

activities subject to the approval;
(2) in terms of risk criteria, whether any of the following are
present:
(i) operations requiring the following specific approval:
(A) Performance based navigation (PBN);
(B) Low Visibility Operation (LVO);
(C) Extended Range Operations with two-engine
aeroplanes (ETOPS)/ EDTO (Extended Diversion
Time Operations);
(D) Helicopter Emergency Medical Service (HEMS);
(E) Dangerous Goods (DG);
(ii) different types of aircraft used; and
(iii) the environment (offshore, mountainous area, etc.).
(f) Regardless of the criteria mentioned in (d) and (e), approved training
organizations only providing training for Private Pilot Licence (PPL),
and the associated ratings and certificates are always non-complex.
O
Occurrence: Any safety-related event which endangers or which, if not
corrected or addressed, could endanger an aircraft, its occupants or any other
person and includes in particular an accident or serious incident;
Operational Personnel: Personnel involved in aviation activities who are in a
position to report safety information. Such personnel include, but are not
limited to: flight crews; persons working in aerodrome, air traffic controllers;
aeronautical station operators; maintenance personnel; personnel of aircraft
design and manufacturing organizations; cabin crews; flight dispatchers, apron
personnel and ground handling personnel etc.
Organization: Any organization providing aviation products or services and/or

which employs, contracts or uses the services of persons required to report
occurrences.
P
Performance-based Compliance: A safety risk-based approach to regulatory
compliance that involves the setting or application of target levels of system or
process safety performance, which in turn facilitates the implementation of
variable regulations or operational variations from existing prescriptive
regulations.
Note: Performance-based compliance is supported by proactive operator

processes that constantly monitor the real-time performance, hazards, and
safety risks of a system.
Point of Contact means:

i. where a request for information is made by an interested
party established in Bangladesh;
ii. where a request for information is made by an interested
party established outside Bangladesh
Procedure: An organized series of actions accomplished in a prescribed or
step-by-step manner to achieve a defined result.
Process: One or more actions or procedures implemented in a coordinated

manner to achieve a goal, or a defined result or to satisfy a requirement.
Program: An organized set of processes directed toward a common purpose,

goal or objective.
R
Regulatory Authority: An organization designated or otherwise recognized by
the government of a state for regulatory purposes, which issues rules and
regulations in connection with protection and safety.
Reporter: a natural person who reports an occurrence or other safety-related

information.
Responsibilities: This term refers to functions and activities that may be
delegated.
Risk: The predicted probability and severity of the consequences or outcomes

of a hazard.
Risk Assessment: The overall process of hazard identification, risk analysis,

and risk evaluation.
Root Cause: The initiating cause in a causal chain that leads to an undesirable
situation or condition; the point in the causal chain where corrective action
could reasonably be implemented and expected to correct and prevent the
recurrence of the undesirable situation or condition.
S
Safety: The state in which risks associated with aviation activities, related to, or
in direct support of the operation of aircraft, are reduced and controlled to an
acceptable level.
Safety Assurance: The component of a safety management system that

comprises processes for:
• Safety performance monitoring and measurement;
• The management of change;
• Continual improvement of the SMS.
Safety Audit: An independent and documented examination of activities,

records, systems, programs, processes, procedures, resources and/or other
elements of operations to verify an operator’s/provider’s safety performance
and validate the effectiveness of existing risk controls.
Safety Data: A defined set of facts or set of safety values collected from
various aviation-related sources, which is used to maintain or improve
safety. Such safety data is collected from proactive or reactive safety-related
activities, including but not limited to:
a) accident or incident investigations;
b) safety reporting;
c) continuing airworthiness reporting;
d) operational performance monitoring;
e) inspections, audits, surveys; or
f) safety studies and reviews.
Safety Information: Safety data processed, organized or analyzed in a
given context so as to make it useful for safety management purposes.
Service Provider: means any institution which provides aviation service.
Safety Management System (SMS): A systematic approach to managing

safety, including the necessary organizational structures, accountability,
responsibilities, policies and procedures.
Safety Oversight: A function performed by a State to ensure that individuals
and organizations performing an aviation activity comply with safety-related
national laws and regulations.
Safety Performance: A State or a service provider’s safety achievement as
defined by its safety performance targets and safety performance indicators.
Safety Performance Indicator: A data-based parameter used for monitoring

and assessing safety performance.
Safety Performance Target: The State or service provider’s planned or

intended target for a safety performance indicator over a given period that
aligns with the safety objectives.
Safety Risk: The predicted probability and severity of the consequences or

outcomes of a hazard.
Serious incident: An incident involving circumstances indicating that there

was a high probability of an accident and associated with the operation of an
aircraft which, in the case of a manned aircraft, takes place between the time
any person boards the aircraft with the intention of flight until such time as all
such persons have disembarked, or in the case of an unmanned aircraft, takes
place between the time the aircraft is ready to move with the purpose of flight
until such time as it comes to rest at the end of the flight and the primary
propulsion system is shut down.
Note 1. — The difference between an accident and a serious incident lies only
in the result.
Note 2. — Examples of serious incidents can be found in Attachment C of
ICAO Annex 13 and AASIIR 2023
Serious Injury: An injury which is sustained by a person in an accident and

which:
a) Requires hospitalization for more than 48 hours, commencing
within seven days from the date the injury was received; or
b) Results in a fracture of any bone (except simple fractures of
fingers, toes or nose); or
c) involves lacerations which cause severe haemorrhage, nerve,
muscle or ten don damage; or
d) involves injury to any internal organ; or
e) Involves second- or third-degree burns, or any burns affecting
more than 5 per cent of the body surface; or
f) Involves verified exposure to infectious substances or injurious
radiation.
State of Design: The State having jurisdiction over the organization responsible
for the type design.
State of Manufacture: The State having jurisdiction over the organization

responsible for the final assembly of the aircraft.
State of the Operator: The State in which the operator’s principal place of
business is located or, if there is no such place of business, the operator’s
permanent residence.
State Safety Programme (SSP): An integrated set of legal acts, regulations

and activities aimed at improving civil aviation safety in Bangladesh.
Surveillance: The State activities through which the State proactively verifies
through inspections and audits that aviation licence, certificate, authorization
or approval holders continue to meet the established requirements and function
at the level of competency and safety required by the State.
1.9 ABBREVIATIONS (used in this ANO)
AAIC-BD Aircraft Accident Investigation Committee Bangladesh

AAIO Aircraft Accident Investigation Order
ADREP Accident/incident Data Reporting
ALoSP Acceptable Level of Safety Performance
ANO Air Navigation Order
ATS Air Traffic Services
CAAB Civil Aviation Authority of Bangladesh
CPD Civil Aviation Procedure Document
CVR Cockpit Voice Recorder
EDTO Extended Diversion Time Operations
FSR Flight Standard & Regulations
FTEs Full Time Employees
I.S Implementing Standards
NASP National Aviation Safety Plan
RAIO Regional Accident and Incident Investigation Organization
RSOO Regional Safety Oversight Organization
SARPs Standards and Recommended Practices
SDCPS Safety Data Collection and Processing Systems
SMM Safety Management Manual
SMP Safety Management Panel
SMS Safety Management System
SPI Safety Performance Indicator
SPT Safety Performance Target
SSO State Safety Oversight
SSP State Safety Programme
CHAPTER 2
APPLICABILITY
2.1 The provisions contained in this ANO shall be applicable to safety
management functions related to, or in direct support of, the safe
operation of aircraft.
2.2 Except where otherwise specified, these Regulations shall not apply to,
such areas including, but not limited to environmental protection,
customer services, or product quality.
2.3 Any order, instruction, directive, procedure, or guidance material related

to safety management to be issued by the CAAB shall be treated as an
integral part of this ANO 19.
Note 1. —Safety management provisions for Bangladesh, CAAB, AAIC-BD, and

other agencies of aviation are contained in Chapter 3 and relate to the
State Safety Programme (SSP) of Bangladesh.
Note 2. —Within the context of this ANO, the term ―service provider‖ refers to
those organizations listed in Chapter 3, Paragraph 3.3.2.1, and does not
include international general aviation operators.
Note 3. —Safety management provisions for the Service Providers and the Air
Operators (also called Operators) are contained in Chapter 4 and relate
to the Safety Management System (SMS).
Note 4. — Provisions for Safety Data and Safety Information Collection,

Analysis, Protection, Sharing, and Exchange between CAAB, AAIC-BD,
and any other organization related to aviation or any person operating an
aircraft registered in Bangladesh or providing aviation services or
working in any of the approved organizations are contained in Chapter 5.
Note 5.— No provision of this ANO is intended to transfer to the State the
responsibilities of the aviation service provider or operator. This
includes functions related to, or in direct support of, the safe operation
of aircraft.
Note 6.— In the context of this ANO, ―responsibility‖ (singular) refers to

―State responsibility‖ with respect to international obligations under the
Convention on International Civil Aviation, while ―responsibilities‖
(plural) should be given its ordinary meaning (i.e., when referring to
functions and activities that may be delegated).
Intentionally Left Blank

CHAPTER 3
SAFETY MANAGEMENT RESPONSIBILITIES OF BANGLADESH
3.0 Purpose and Applicability:
The purpose of this chapter is to outline the safety management
responsibilities of Bangladesh, CAAB, AAIC-BD, and other agencies in
aviation to perform their safety management functions as well as to
conduct the surveillance of SMS implemented by the service providers
and the operators in accordance with the provisions in this ANO. This
chapter (State Safety Management responsibilities) is applicable to
Bangladesh, CAAB, AAIC-BD, and other authorities or agencies related
to aviation safety functions on behalf of Bangladesh.
Note 1.—The State Safety Oversight (SSO) system Critical Elements
(CEs) constitute the foundation of an SSP. Eight CEs of SSO are
incorporated in this chapter.
Note 2.—Safety management provisions pertaining to specific types of
aviation activities are addressed in the relevant ANOs.
Note 3.—Basic safety management principles applicable to the
medical assessment process of licence holders are contained
in ANO-1. Guidance is available in the Manual of Civil Aviation
Medicine (Doc 8984).
Note 4 . —Guidance on the critical elements (CEs) of a system that
enables a State to discharge its responsibility for safety oversight
is contained in the Safety Oversight Manual, Part A, The
Establishment and Management of a State’s Safety Oversight
System (Doc 9734).
Note 5.—The term ―relevant authorities or agencies‖ is used in a
generic sense to include all authorities with aviation safety
management and oversight responsibility which may be
established by States as separate entities, such as: Civil
Aviation Authorities, Airport Authorities, ATS Authorities,
Accident Investigation Authority, and Meteorological Authority.
Note 6. — The SSO system CEs are applied to CAAB performing safety
oversight functions as well as to AAIC-BD performing
investigation of accidents and incidents or to other safety
management activities of Bangladesh.
Note 7.— See Appendix 5 to ANO 6-1, and Appendix 1 to ANO 6-3, for
provisions specific to the safety oversight of air operators.
Note 8.—Refer to SSP of Bangladesh for CEs.
3.1 State Safety Programme (SSP)
3.1.1 On behalf of Bangladesh, the Civil Aviation Authority of Bangladesh
(CAAB) shall establish and maintain an SSP that is commensurate
with the size and complexity of t he ci vi l aviation system of
Bangladesh. The SSP shall include the following components:
a) State safety policy, objectives, and resources;
b) State safety risk management;
c) State safety assurance; and
d) State safety promotion.
3.1.2 The SSP established under provision 3.1.1 shall be founded on the State
Safety Oversight (SSO) system which shall be implemented in
accordance with the following eight Critical Elements (CEs):
a. The provisions of the Civil Aviation Act 2017, Civil Aviation
Authority Act 2017, Civil Aviation Rules-1984, and their
amendment thereafter (CE-1);
b. The regulations (ANOs) made under the Act and as periodically
reviewed (CE-2);
c. State system and functions (CE-3);
d. Qualified technical personnel CE-4);
e. Technical guidance, tools, and provision of safety-critical
information (CE-5) ;
f. Licensing, certification, authorization, and approval obligations
(CE-6);
g. Surveillance obligations (CE-7); and
h. Resolution of safety issues (CE-8).
3.2 State Safety Policy, Objectives, and Resources

3.2.1 Primary Aviation Legislation
3.2.1.1 Bangladesh has promulgated the primary aviation legislation Civil
Aviation Act 2017 (CA Act 2017). Whenever it becomes necessary to
amend this Act or promulgate a new issue of the Act, CAAB shall
ensure that amendment of CA Act 2017 or a new issue of CA Act is
promulgated in accordance with the following provisions 3.2.1.1.1 &
3.2.1.1.2 :
3.2.1.1.1 There shall be a comprehensive and effective aviation law in
Bangladesh. The aviation law shall be commensurate with the size
and complexity of aviation activity i n Bangladesh and consistent
with the requirements contained in the Convention on International
Civil Aviation, to enable the oversight and management of civil
aviation safety and the enforcement of regulations through CAAB
and/or other the relevant authorities or agencies established for
that purpose.
Note.- This includes ensuring that the aviation law remains relevant
and appropriate to Bangladesh.
3.2.1.1.2 The aviation law shall provide personnel performing safety

oversight functions access to the aircraft, operations, facilities,
personnel, and associated records, as applicable, of individuals and
organizations performing an aviation activity.
3.2.1.2 Member FSR of CAAB should establish an enforcement policy that

specifies the conditions and circumstances under which service
providers and operators with an SMS are allowed to deal with, and
resolve, events involving certain safety issues, internally, within the
context of their SMS and to the satisfaction of the CAAB.
3.2.2 Specific Operating Regulations
3.2.2.1 CAAB shall establish specific operating regulations in accordance with

the following provision 3.2.2.1.1:
3.2.2.1.1 Head of depts. concern of CAAB shall develop a process to

promulgate regulations to address, at a minimum, national
requirements emanating from the primary aviation legislation, for
standardized operational procedures, products, services, equipment,
and infrastructures in conformity with the Annexes to the
Convention on International Civil Aviation and in accordance with
Civil Aviation Act 2017.
Note.- The term ―regulations‖ is used in a generic sense and

includes but is not limited to orders, instructions, directives,
requirements, and policies.
3.2.2.2 Head of depts. concern of CAAB shall periodically review specific
operating regulations, guidance materials, and implementation policies
to ensure they remain relevant and appropriate.
3.2.3 State System and Functions

3.2.3.1 Bangladesh has established the Civil Aviation Authority of Bangladesh
(CAAB), the Aircraft Accident Investigation Committee of Bangladesh
(AAIC-BD), and the Bangladesh Meteorological Department (BMD)
for the management of safety responsibilities in their areas.
3.2.3.2 CAAB, AAIC-BD, and other authorities/agencies involved with aviation

safety shall be supported by sufficient and qualified personnel and
provided with adequate financial resources for the management of safety.
3.2.3.3 CAAB, AAIC-BD, and other authorities/agencies involved with

aviation safety shall have stated safety functions and objectives to
fulfill their safety management responsibility.
Note.— This includes the participation of the State aviation
organizations in specific activities related to the management of safety
in the State, and the establishment of the roles, responsibilities, and
relationships of such organizations.
3.2.3.4 Member FSR in conjunction with Member Admin and Member Finance
of CAAB should take necessary measures, such as remuneration and
conditions of service, to ensure that qualified technical personnel
performing safety oversight functions are recruited and retained.
3.2.3.5 Member FSR of CAAB shall ensure that personnel performing safety
oversight functions are provided with guidance that addresses ethics,
personal conduct, and the avoidance of actual or perceived conflicts of
interest in the performance of official duties.
3.2.3.6 Member FSR of CAAB should use a methodology to determine its

staffing requirements for personnel performing safety oversight functions.
Note.— In addition, Appendix 5 to ANO 6-1, and Appendix 1 to ANO-3,

require the State of the Operator to use such a methodology to
determine its inspector staffing requirements. Inspectors are a subset of
personnel performing safety oversight functions.
3.2.3.7 Head of depts. concern of CAAB should identify, define, and

document the requirements, obligations, functions, and activities
regarding the establishment and maintenance of the SSP, including
the directives to plan, organize, develop, maintain, control, and
continuously improve the SSP in a manner that meets safety objectives
of Bangladesh.
3.2.3.8 The Chairman of CAAB should establish a safety policy and safety
objectives that reflect his/her commitment to safety and facilitate the
promotion of a positive safety culture in the aviation community.
3.2.3.9 The safety policy and safety objectives should be published and
periodically reviewed to ensure that they remain relevant and
appropriate to Bangladesh.
3.2.4 Qualified Technical Personnel
3.2.4.1 Head of depts. concern of CAAB, Head of AAIC-BD, and other

authorities/agencies involved with aviation safety shall establish
processes to ensure that the requirements for the qualification of
technical personnel in accordance with the following provisions 3.2.4.2
through 3.2.4.5 are met:

authorities/agencies involved with aviation safety shall establish
minimum qualification requirements for the technical personnel
performing safety-related functions and provide them with
appropriate initial and recurrent training to maintain and enhance their
competence at the desired level.
authorities/ agencies involved with aviation safety shall ensure that a
sufficient number of personnel to perform their tasks and discharge
their safety responsibilities are available. Such personnel shall be
qualified and competent to perform their allocated tasks and shall have
adequate knowledge, experience, and necessary training (both initial
and recurrent training) to ensure continuing competence. A system
should be in place to plan the availability of personnel to ensure the
proper completion of all tasks efficiently and effectively.
3.2.4.4 agencies involved with SSP shall ensure that sufficient qualified and
competent personnel performing safety-related functions for or on
behalf of Bangladesh are available.

agencies in aviation safety shall implement a system for the
maintenance of training records for technical personnel.
Note.— The term ―technical personnel‖ refers to those persons
performing safety-related functions for or on behalf of Bangladesh.
3.2.5 Technical Guidance, Tools, and Provision of Safety-critical

Information
3.2.5.1 CAAB, AAIC-BD, and other authorities/agencies involved with
aviation safety shall establish technical guidance and tools and
provide safety-critical information in accordance with the following
provisions:

ensure that appropriate facilities, comprehensive and up-to-
date technical guidance material, and procedures, safety-
critical information, tools, equipment, and transportation
means are provided to the technical personnel to enable
them to perform their safety oversight functions effectively
and in accordance with established procedures in a
standardized manner. Logistics support includes the
following resources, at a minimum but not limited to:
(a) appropriate facilities such as suitable office accommodation
with required furniture, air-conditioning etc.
(b) logistics support such as computers/laptops/notebooks,

photocopiers, printing facilities, telephone/mobile, internet, etc.
(c) tools, equipment, and investigators’ kit,
(d) transportation means; and
(e) microfiche/microfilm reader, if needed.
3.2.5.1.2 Head of depts. concern of CAAB, Head of AAIC-BD, and

other authorities/agencies involved with aviation safety
shall establish a process or procedure to ensure that all
technical personnel shall have a current copy of or access
to all legislative acts, standards, rules, ANOs, AAIO,
directives, procedures, circulars, orders guidance materials,
technical publications, and related documents to allow
them to perform their tasks and to discharge their
responsibilities.
3.2.5.1.3 Head of depts. concern of CAAB, Head of AAIC-BD, and

other authorities/agencies involved with aviation safety
shall establish a process or procedure to ensure that safety-
critical information is provided timely to all technical
personnel.

ensure that related ANOs and technical guidance are
provided to the aviation industry on the implementation of
relevant regulations.
3.3 State Safety Risk Management
3.3.1 Licensing, Certification, Authorization and Approval Obligations
3.3.1.1 CAAB shall meet the licensing, certification, authorization, and

approval obligations in accordance with the following provision
3.3.1.1.1:
3.3.1.1.1 Head of depts. concern of CAAB shall implement

documented processes and procedures to ensure that
individuals and organizations performing an aviation
activity meet the established requirements before they are
allowed to exercise the privileges of a licence, certificate,
authorization, or approval to conduct the relevant aviation
activity.
3.3.2 Safety Management System Obligations
3.3.2.1 The following service providers and operators are required to implement
an effective SMS:
a) Approved Training Organizations (ATO) that are exposed to
safety risks related to aircraft operations during the provision of
their services;
b) Holders of Air Operator Certificate (AOC);
c) Approved Maintenance Organizations (AMO);
d) Air Traffic Services (ATS) Providers;
e) Operators of Certified/Licensed Aerodromes for public operation;
f) Ground Handling Services Providers; and
g) Any other aviation entity as deemed necessary by the Chairman,
CAAB.
3.3.2.2 SMS of the Service Providers and the Operators listed above shall be
made acceptable to the Chairman of CAAB.
Note.— Further provisions related to the implementation of SMS by

service providers can be found in Chapter 4.
3.3.2.3 Member FSR of CAAB shall, as far as practicable, ensure that
Safety Performance Indicators (SPIs) and Safety Performance
Targets (SPTs) established by the service providers and the
operators are acceptable to the Chairman of CAAB.
Note 1.-SPIs and SPTs of Bangladesh can be found in NASP
document which is published in CAAB website.
Note 2.-Futher Guidance on the identification of appropriate safety
performance indicators and targets is contained in the Safety
Management Manual (SMM) (Doc 9859).
3.3.2.4 Member FSR of CAAB shall ensure that International General

Aviation Operators meeting criteria as stated in provision 4.2 of
this ANO shall implement an SMS addressing the SMS
framework and elements contained in Appendix 1 and other
applicable provisions of this ANO.
Note.- Further provisions related to the implementation of SMS by
international general aviation operators can be found in Chapter 4.
3.3.2.5 Member FSR of CAAB shall monitor and inspect the operations
of the SMS periodically.
3.3.3 Accident and Incident Investigation
3.3.3.1 To investigate into aircraft accidents and incidents in accordance

with ICAO Annex 13 and Aircraft Accident & Serious Incident
Investigation Rules (AASIIR) 2023, Bangladesh has established
an independent, ―Aircraft Accident Investigation Committee of
Bangladesh (AAIC-BD)‖ pursuant to the CA Act 2017. Head of
AAIC-BD shall establish a process to investigate into aircraft
accidents, serious incidents, and investigable incidents in
accordance with Aircraft Accident & Serious Incident
Investigation Rules (AASIIR) 2023, and the Aircraft Accident
Investigation Order (AAIO), in support of the management of
safety in Bangladesh.
3.3.3.2 Member FSR of CAAB shall ensure that process(es) to

investigate into the incidents, serious incidents, and accidents
involving aircraft operation in support of the management of
safety in Bangladesh, is(are) established and maintained.
3.3.3.3 CAAB may conduct safety investigations into the incidents,

serious incidents, and accidents involving aircraft operations for
the purpose of accident prevention and enhancement of safety in
civil aviation.
3.3.3.4 The Service Provider and the Operator shall establish and
maintain a process for conducting safety investigation into
incidents, serious incidents, and accidents relating to aviation,
including reporting of events in accordance with the
requirements of the CAAB ( Ref. provision 5.1.2.2 of this ANO).
Safety investigations shall be carried out by appropriately trained
personnel to identify root causes and contributing factors with
proper analysis (why it happened, not just what happened).
3.3.3.5 The Service Provider and the Operator shall establish and maintain
a procedure to forward a copy of the safety investigation report
into incidents, serious incidents, and accidents to the CAAB as
soon as the investigation is completed.
maintain a process to ensure that all the safety recommendations
from the investigation conducted by AAIC-BD, CAAB, other
state regulatory authorities, and the Service Provider and
Operator itself are implemented.
3.3.3.7 The Service Provider and the Operator shall establish and maintain
a procedure to inform CAAB about the status of the safety
recommendations within 60 (sixty days) of the date of receipt of the
investigation report from AAIC-BD, aircraft accident investigation
bureau/committee of other states, CAAB and other regulatory
authorities, of the preventative action taken or under consideration
or the reasons why no action will be taken.
3.3.3.8 If it is not possible or practicable to implement any safety

recommendation provided by the investigation committee, the
service provider or the operator shall provide proper justification
as to why the safety recommendation has not been possible to
implement. The justification is to be acceptable to the CAAB.
3.3.3.9 Member FSR of CAAB shall inform the proposing entity of the
safety recommendations of the investigation into an aircraft
accident or incident within 90 (ninety days) of the date of receipt
of the investigation report from AAIC-BD, aircraft accident
investigation bureau/committee of other states, and other
regulatory authorities, of the preventative action taken or under
consideration or the reasons why no action will be taken.
maintain a procedure to inform CAAB with the evidences about
the implementation status of the safety recommendations from
the investigation conducted by the service provider and the
operator itself.
3.3.3.11 Member FSR of CAAB shall establish a mechanism to monitor

that all the safety recommendations from the investigation
conducted by AAIC-BD, aircraft accident investigation
bureau/committee of other states, CAAB, regulatory authorities of
other states, and the service provider and operator itself are
implemented properly.
3.3.4 Hazard Identification and Safety Risk Assessment
3.3.4.1 Member FSR of CAAB shall establish and maintain a process to identify
hazards from collected safety data.
Note 1. —Further information regarding safety data collection,
analysis, and the sharing and exchange of safety information can be
found in Chapter 5.
Note 2.—Additional information to identify hazards and safety issues
on which to base preventive actions may be contained in the Final
Reports of accidents and incidents.
3.3.4.2 Member FSR of CAAB shall develop and maintain a process that ensures
the assessment of safety risks associated with identified hazards.
3.3.5 Management of Safety Risks

3.3.5.1 Member FSR of CAAB shall establish mechanisms for the resolution of
safety issues in accordance with the following provisions 3.3.5.1.1.&
3.3.5.1.2:
3.3.5.1.1 Head of depts. concern of CAAB shall use a documented

process to take appropriate actions, up to and including
enforcement measures, to resolve identified safety issues.
3.3.5.1.2 Head of depts. concern of CAAB shall ensure that

identified safety issues are resolved in a timely manner
through a system which monitors and records progress,
including actions taken by individuals and organizations
performing an aviation activity in resolving such issues.
3.3.5.2 Member FSR of CAAB should develop and maintain a process to

manage safety risks.
Note 1: Actions taken to manage safety risks may include: acceptance,

mitigation, avoidance, or transfer.
Note 2: Safety risks and safety issues often have underlying factors
which need to be carefully assessed.
3.4 State Safety Assurance
3.4.1 Surveillance Obligations

3.4.1.1 CAAB shall meet the surveillance obligation in accordance with the
following provision 3.4.1.1.1:
3.4.1.1.1 Member FSR of CAAB shall implement documented
surveillance processes, by defining and planning inspections,
audits, and monitoring activities on a continuous basis, to
proactively assure that aviation licence, certificate,
authorization, and approval holders continue to meet the
established requirements. This includes the surveillance of
personnel designated by the Authority to perform safety
oversight functions on its behalf.
Note.— The surveillance of the service provider or the
operator takes into consideration the safety performance as
well as the size and complexity of its aviation products
or services.
3.4.1.2 Member FSR of CAAB should establish procedures to

prioritize inspections, audits, and surveys toward those areas
of greater safety concern or need.
Note.— Organizational risk profiles, outcomes of hazard identification
and risk assessment, and surveillance outcomes may provide
information for the prioritization of inspections, audits, and
surveys.
3.4.1.3 Member FSR of CAAB should periodically review the safety

performance of an individual service provider and operator.
3.4.2 State Safety Performance
3.4.2.1 The Chairman of CAAB shall establish the Acceptable Level of Safety
Performance (ALoSP) to be achieved through its SSP.
Note 1.— An acceptable level of safety performance for Bangladesh

can be achieved through the implementation and maintenance of the
SSP as well as safety performance indicators and targets showing that
safety is effectively managed and built on the foundation of
implementation of existing safety-related SARPs and provisions.
Note 2.— Guidance on establishing safety performance indicators and

targets, as well as an acceptable level of safety performance, is
contained in the Safety Management Manual (SMM) (Doc 9859).
Note 3.—Refer to NASP for ALoSP for Bangladesh.
3.4.2.2 Member FSR of CAAB should develop and maintain a process to

evaluate the effectiveness of actions taken to manage safety risks and
resolve safety issues.
Note.— Safety assessment results may be used to support the

prioritization of actions to manage safety risks.
3.4.2.3 The Chairman of CAAB should evaluate the effectiveness of the SSP
of Bangladesh to maintain or continuously improve the overall level of
safety performance of Bangladesh.
3.5 State Safety Promotion
3.5.0 As part of SSP, CAAB should develop a state safety promotion by

means of -
a) Internal Communication and Dissemination of Safety Information;

b) External Communication and Dissemination of Safety Information.
3.5.1 Internal Communication and Dissemination of Safety Information
3.5.1.1 CAAB should promote safety awareness and the sharing and exchange of
safety information to support, within Bangladesh aviation organizations,
the development of a positive safety culture that fosters an effective SSP.
3.5.2 External Communication and Dissemination of Safety Information
3.5.2.1 CAAB should promote safety awareness and the sharing and
exchange of safety information with the aviation community to foster
the maintenance and improvement of safety and to support the
development of a positive safety culture.
Note 1.— Refer to Chapter 5, para 5.4, for further details regarding
safety information sharing and exchange.
Note 2.— Promoting safety awareness could include identifying

accessible safety training for the aviation community.

CHAPTER 4. SAFETY MANAGEMENT SYSTEM (SMS)
4.0 Purpose:
The purpose of this chapter is to prescribe provisions applicable to safety
management functions related to, or in direct support of, the safe operation
of aircraft by:
a) Specified aviation safety service providers; and
b) Operator
Note 1.— Guidance on implementation of an SMS is contained in the
CAAB Guidance Material on Safety Management System and ICAO
Safety Management Manual (SMM) (Doc 9859).
Note 2. — An organization may elect to extend one SMS across multiple

service provider activities.
4.1 APPLICABILITY:
4.1.1 The following service providers and operators shall implement an
effective SMS:
a) Approved Training Organizations (ATO) that are exposed to
safety risks related to aircraft operations during the provision of
their services;
b) Holders of Air Operator Certificate (AOC);
c) Approved Maintenance Organizations (AMO);
d) Air Traffic Services (ATS) Providers;
e) Operators of Certified/Licensed Aerodromes for public
operation;
f) Ground Handling Service Providers; and
g) Any other aviation entity as deemed necessary by the Chairman,
CAAB.
4.1.2 The service providers and the operators listed in paragraph 4.1.1 of this
subsection shall implement an SMS meeting the requirements of this
ANO and be approved by CAAB that as a minimum shall:
a) contain the components and elements prescribed in Appendix 1 &
other applicable provisions of this ANO; and
b) be commensurate with the size of the service provider and the
complexity of its aviation products or services.
4.1.3 The service providers and the operators shall develop a plan to facilitate
the implementation of their SMS. The Service Providers and the
Operators shall submit an SMS implementation plan and shall also
provide the Member FSR of CAAB with the status of their SMS
implementation regularly. Member FSR of CAAB shall ensure that the
service providers and the operators listed in para 4.1.1 comply with this
requirement. The implementation plan shall be accepted by CAAB. The
implementation plan should include any of its existing programs, policies,
or procedures that it intends to use to meet the requirements of this ANO,
including components of an existing SMS.
4.2 Safety Management System –International General Aviation Operators
4.2.1 The International General Aviation Operator that meets the

following criteria shall implement an SMS:
a) has an aeroplane with a maximum certificated take-off mass
exceeding 5700 kg; or
b) has an aeroplane equipped with one or more turbojet engines; or
c) has an aeroplane with a seating configuration of more than
nine passenger seats; or
d) authorized to operate international flights.
4.2.2 The SMS of International General Aviation Operators mentioned in

above provision 4.2.1 shall be approved by the Authority and shall:
a) address the SMS framework and elements prescribed in
Appendix-1 and other applicable provisions of this ANO; and
b) be commensurate with the size and complexity of the operation.

Note 1.— Guidance on the implementation of an SMS for
international general aviation is contained in Guidance
Materials on Safety Management issued by CAAB and in the
ICAO Doc 9859, Safety Management Manual (SMM), and in
industry codes of practice.
Note 2.— Guidance concerning the responsibilities of the State

of Registry in connection with lease, charter, and interchange
operations is contained in ICAO Doc 8335, Manual of
Procedures for Operations Inspection, Certification, and
Continued Surveillance. Guidance concerning the transfer of
State of Registry responsibilities to the State where the aircraft
operator has its principal place of business or, if it has no such
place of business, its permanent address in accordance with the
Chicago Convention, Article 83 bis, is contained in ICAO Doc
10059, Manual on the Implementation of Article 83 bis of the
Convention on International Civil Aviation.
4.3 General Requirements:
4.3.1 Any service provider or operator required to have a Safety

Management System (SMS) under this ANO shall submit the
Safety Management System to the Authority for approval. The
SMS must include at least the components and elements in the
SMS Framework as prescribed in Appendix 1 and other applicable
provisions in this ANO.
4.3.2 The SMS shall be maintained in accordance with the recordkeeping

requirements mentioned in this ANO.
4.3.3 The SMS shall ensure compliance with the national law and
regulatory standards.
CHAPTER 5. SAFETY DATA AND SAFETY INFORMATION
COLLECTION, ANALYSIS, PROTECTION,
SHARING AND EXCHANGE
5.0 Purpose:
The purpose of this chapter is to ensure the continued availability of
safety data and safety information to support safety management
activities.
5.1 Safety Data Collection and Processing Systems (SDCPS)
5.1.1 Member FSR of CAAB and Accountable Manager of the Service

Provider, or the Operator shall establish safety data collection and
processing systems (SDCPS) to capture, store, aggregate, and enable
the analysis of safety data and safety information. SDCPS developed by
the CAAB, the service provider, and the operator may be integrated, if
possible, to get better results.
Note 1.- SDCPS refers to processing and reporting systems, safety

databases, schemes for the exchange of information, and
recorded information including but not limited to:
a) data and information pertaining to accident and incident
investigations;
b) data and information related to safety investigations by
AAIC-BD, CAAB, investigation committee by other states
or CAAs, aviation service providers or operators;
c) mandatory safety reporting systems as indicated in 5.1.2;
d) voluntary safety reporting systems as indicated in 5.1.3;
and
e) self-disclosure reporting systems, including automatic
data capture systems, as described in ANO 6-1, Chapter
3, as well as manual data capture systems.
Note 2.— Guidance related to SDCPS is contained in the Safety

Note 3.— The term ―safety database‖ may refer to a single or multiple
database(s).
Note 4.— SDCPS may include inputs from State, industry and
public sources, and may be based on reactive and
proactive methods of safety data and safety information
collection.
Note 5.— Sector-specific safety reporting provisions are contained

in other Annexes, PANS, and SUPPs. There is a
recognized benefit to the effective implementation of an
SSP in having an integrated approach for the collection
and analysis of the safety data and safety information from
all sources.
5.1.2 Mandatory Safety Reporting System
5.1.2.1 Member FSR of CAAB shall establish a mandatory safety

reporting system that includes the reporting of incidents.
5.1.2.2 The Service Provider and the Operator shall establish a

mandatory safety reporting system that includes notifying and
making mandatory safety reports on accidents, serious
incidents, incidents, and other safety-related occurrences to the
CAAB and AAIC-BD within the timelines given below:
Notification to Mandatory Safety

CAAB and AAIC- Report submission to
BD by telephone CAAB and AAIC-
followed by email. BD by formal means.
Accident Immediate Within 24 hours
Serious incident Immediate/ASAP* Within 48 hours
Incident As soon as Within 72 hours
practicable
Note 1.- Formal means of submission of Mandatory Safety

Report through the appropriate form.
*As Soon as Possible.

5.1.3 Voluntary Safety Reporting System
5.1.3.1 The Service Provider and the Operator shall establish a
voluntary safety reporting system to collect safety data
and safety information not captured by mandatory safety
reporting systems.
5.1.3.2 Member FSR of CAAB shall establish a voluntary safety
reporting system to collect safety data and safety
information not captured by mandatory safety reporting
systems.
5.1.3.3 The voluntary reporting system established by CAAB, the

Service Provider, and the Operator shall be non-punitive and
shall afford protection to the source of information.
5.1.4 CAAB and Aircraft Accident Investigation Committee (AAIC-BD)

responsible for the implementation of the SSP should have access to
the SDCPS as referenced in 5.1.1 to support their safety
responsibilities, in accordance with the principles in Appendix 2.
.
5.1.5 The safety database should use standardized taxonomy to facilitate
safety information sharing and exchange.
Note.— CAAB may use an ADREP-compatible system. More

information on ADREP can be found in Annex 13, Chapter 7.
5.1.6 If AAIC-BD develops an accident and incident database, the Designated

person of CAAB shall have access to the accident and incident
database.
5.1.7 The person of CAAB as designated by the Member (FSR) shall have
access to the accident and incident database to be developed and
maintained by the service provider and the operator.
5.2 Safety Data and Safety Information Analysis
5.2.1 Member FSR of CAAB shall establish and maintain a process to

analyze the safety data and safety information from the SDCPS and
associated safety databases.
5.2.2 The Service Provider and the Operator shall develop and maintain a
process to analyze the safety data and safety information from the
SDCPS and associated safety databases.
Note 1.— Specific State provisions for the identification of hazards as

part of their safety risk management and safety assurance processes
can be found in Chapter 3.
Note 2.— The purpose of the safety data and safety information
analysis performed by the State is to identify systemic and cross-
cutting hazards that might not otherwise be identified by the safety
data analysis processes of individual service providers and operators.
Note 3.— The process may include predictive methods of safety data
analysis.
5.2.3 The Operator of an aeroplane of a certificated take-off mass in excess of

15,000 kgs should establish and maintain a Flight Data Analysis
Program (FDAP) as part of its safety management system.
5.2.4 An Operator of an aeroplane of a maximum certificated take-off mass in

excess of 27,000 kgs shall establish and maintain a Flight Data Analysis
Program (FDAP) as part of its safety management system.
5.2.5 A flight data analysis programme shall be non-punitive and contain

adequate safeguards to protect the source(s) of the data in accordance
with Appendix 2.
Note 1. — An operator may contract the operation of a FDAP to another

party while retaining overall responsibility for the maintenance of such a
programme.
Note 2.— Establishment of FDAP shall be in accordance with Appendix

14 of CAAB ANO 6-1 and Guidance Materials related to FDAP.
5.3 Safety Data and Safety Information Protection
5.3.1 CAAB, the Service Provider, and the Operator shall accord
protection to safety data captured by, and safety information
derived from, voluntary safety reporting systems and related
sources in accordance with Appendix 2.
Note. — Sources include individuals and organizations.
5.3.2 CAAB, Service Provider, and Operator should extend the
protection referred to in 5.3.1 to safety data captured by, and
safety information derived from, mandatory safety reporting system
and related sources.
Note 1. — A reporting environment where employees and

operational personnel may trust their actions or omissions that are
commensurate with their training and experience will not be
punished is fundamental to safety reporting.
Note 2. — Guidance related to both mandatory and voluntary

safety reporting systems is contained in the Safety
5.3.3 Subject to 5.3.1 and 5.3.2, CAAB, Service Provider, and Operator
shall not make available or use safety data or safety information
collected, stored or analyzed in accordance with 5.1 or 5.2 for
purposes other than maintaining or improving safety, unless the
competent authority determines, in accordance with Appendix 2, that a
principle of exception applies.
5.3.4 Notwithstanding 5.3.3, CAAB, Service Provider, and Operator shall not
be prevented from using safety data or safety information to take any
preventive, corrective, or remedial action that is necessary to maintain or
improve aviation safety.
Note.— Specific provision aimed at ensuring that there is no overlap

with the protection of investigation records in Annex 13 and AASIIR
2023 is contained in Appendix 2, 1.2.
5.3.5 CAAB, Service Provider, and Operator shall take necessary measures,
including the promotion of a positive safety culture, to encourage
safety reporting through the systems referred to in 5.1.2 and 5.1.3.
Note. — Guidance related to positive safety culture is contained in the

Guidance Materials on Safety Management published by CAAB and ICAO
Safety Management Manual (SMM) (Doc 9859.)
5.3.6 CAAB should facilitate and promote safety reporting by adjusting
their applicable laws, regulations, and policies, as necessary.
5.3.7 Reserved.
5.4 Safety Information Sharing and Exchange
Note.— Sharing refers to giving, while exchange refers to giving and

receiving in return.
5.4.1 If CAAB, in the analysis of the information contained in its SDCPS,

identifies safety matters considered to be of interest to other
CAAs/States, that CAAB shall forward such safety information to
them as soon as possible. Prior to sharing such information, CAAB
and other CAAs/States shall agree on the level of protection and
conditions on which safety information will be shared. The level of
protection and conditions shall be in line with Appendix 2.
5.4.2 CAAB and other agencies shall promote the establishment of safety
information sharing or exchange networks among users of the
aviation system, and facilitate the sharing and exchange of safety
information, unless national law provides otherwise.
Note.— Information on the sharing of safety information can be found

in the ICAO Code of Conduct on the Sharing and Use of Safety
Information in the Global Aviation Safety Plan (Doc 10004).
CHAPTER 6. ADMINISTRATIVE PROVISIONS
6.1 Any order, instruction, directives, procedures, or guidance material related

to safety management to be issued by the CAAB shall be treated as an
integral part of this ANO 19.
6.2 A service provider or an operator who fails to comply with the provision of
this ANO, may have his or her license, certificate, authorization, or
approval suspended or revoked, in addition to any other administrative
sanction as may be prescribed in the Civil Aviation Act 2017.
6.3 All acceptances, approvals, authorizations, licenses, or certificates issued

or granted by the CAAB before the commencement of this ANO shall
continue to be in force to the extent that the terms and conditions thereof
are not inconsistent with the provisions of these regulations or until expiry
or are revoked, annulled, or replaced.
Note 1. — Orders, Instructions, and Directives are binding for the service
providers and the operators.
Note 2. —Procedures and Guidance Materials are non-binding for the service
providers and the operators.
CHAPTER 7. REPEAL AND SAVINGS
7.1 As soon as may be after the commencement of this ANO, Issue-one of

ANO (SMS) A.1 issued 17th May 2009 shall stand repealed.
7.2 Despite such repeal under sub-section (7.1),
a) any act done, measures taken, any order, ANO, circular, or notice
issued, certificate, licence or permit given, or any agreement entered
into or document signed under the said ANO shall be deemed to
have done, taken, entered, issued, given, made or signed under this
ANO;
b) any proceeding, going on or pending, shall, in so far as possible, be

disposed of under this ANO; and
c) any suit and other legal proceedings instituted before any court shall,
if pending, be disposed of in such a way as if the said ANO had
not been repealed.
APPENDIX 1
APP 1 SMS FRAMEWORK FOR A SAFETY MANAGEMENT

SYSTEM (SMS)-SERVICE PROVIDERS AND OPERATORS
(Chapter 4, section 4.1.2 & 4.2.2 refers)
Note 1.— CAAB Guidance Materials on safety management and ICAO Doc
9859, Safety Management Manual (SMM), contains guidance on the
implementation of the framework for an SMS.
Note 2.— The service provider’s interfaces with other organizations can make
a significant contribution to the safety of its products or services. Guidance
on interface management as it relates to SMS is provided in the Guidance
Materials on Safety Management issued by CAAB and in the ICAO Safety
Note 3.—In the context of this appendix as it relates to service

providers/operators, an ―accountability‖ refers to an ―obligation‖ that may
not be delegated, and ―responsibilities‖ refers to functions and activities that
may be delegated.
The Service Provider and the Operator shall establish and maintain their SMS in
accordance with the framework specified in this appendix and other related
provisions of the ANO. The framework comprises four components and twelve
elements as the minimum requirements for SMS implementation by the service
providers and the operators:
Components Elements
1.1 Safety Policy & Management Commitment;
1. Safety Policy and 1.2 Safety Accountability and Responsibilities;
Objectives 1.3 Appointment of Key Safety Personnel;
1.4 Emergency Response Planning & its
Coordination.
1.5 SMS Documentation.
2. Safety Risk 2.1 Hazard Identification;
Management 2.2 Safety Risk Assessment and Mitigation.
3.1 Safety Performance Monitoring and
3. Safety Assurance Measurement
3.2 The Management of Change
3.3 Continuous Improvement of the SMS
4. Safety Promotion 4.1 Competencies, Training and Education
4.2 Safety Communication.
1. Safety Policy and Objectives
1.1 Safety Policy & Management Commitment
1.1.1 The Service Provider and the Operator shall define and demonstrate its
safety policy in accordance with international and national requirements.
The safety policy shall have at least the following:
a) reflect organizational commitment regarding safety, including the
promotion of a positive safety culture;
b) shall be in accordance with the applicable legal requirements,
national and international standards and industry best practices;
c) include a clear statement about the provision of the necessary
resources for the implementation of the safety policy as well as
the SMS;
d) include safety reporting procedures;
e) clearly indicate which types of behaviours are unacceptable related
to the service provider’s aviation activities and include the
circumstances under which disciplinary action would not apply;
f) be signed by the Accountable Manager of the organization;
g) be documented and communicated, with visible endorsement,
throughout the organization; and
h) be periodically reviewed to ensure it remains relevant and
appropriate to the service provider and the operator.
1.1.2 Taking due account of its safety policy, the Service Provider and the
Operator shall define safety objectives. The safety objectives shall:
a) form the basis for safety performance monitoring and measurement
as required by 3.1.2;
b) reflect the service provider’s commitment to maintain or
continuously improve the overall effectiveness of the SMS;
c) be communicated throughout the organization; and
d) be periodically reviewed to ensure they remain relevant and
appropriate to the service provider.
Note.—Guidance on setting safety objectives is provided in the Safety
Management Manual (SMM) (Doc 9859) published by ICAO.
1.1.3 Accountable Manager and Senior Management Team of the service

provider and the operator shall:
a) continually promote a positive safety/just culture and demonstrate
their commitment to the safety policy through active and visible
participation in the safety management system;
b) provide necessary human and financial resources for the
implementation of SMS;
c) establish safety objectives and performance standards;
d) be fully aware of their SMS roles and responsibilities in respect of the
safety policy, safety standards, and safety culture of the organization.
1.1.4 The service provider and the operator shall have a means in place for the
communication of the safety policy and safety objectives throughout the
organization.
1.2 Safety Accountability and Responsibilities
The Service Provider and the Operator shall:
a) Appoint/designate an Accountable Manager who, irrespective of other

functions, is accountable on behalf of the organization for the
implementation and maintenance of an effective SMS and satisfies the
following:
i. has authority over operations authorized to be conducted under the

AOC or approval or license or certificate;
ii. has control over the financial resources required for the operations
to be conducted;
iii. has authority to provide human resources required for the
operations authorized to be conducted;
iv. retains ultimate accountability and responsibility for the safety
performance of the operations conducted under the AOC or
approval or license or certificate;
v. has ultimate responsibility and accountability for the
establishment, implementation, and maintenance of the SMS;
safety policies, processes, and the resolution of all safety issues.;
b) ensure that the Accountable Manager accomplishes at least the

following:
i. ensure that the SMS is properly implemented and performing
effectively in all areas of the organization;
ii. direct responsibility for the conduct of the organization’s affairs;
iii. develop and sign safety policy;
iv. communicate the safety policy throughout the organization;
v. regularly review the safety policy to ensure it remains relevant and
appropriate to the organization;
vi. regularly review the safety performance of the organization and
direct actions necessary to address substandard safety
performance;
vii. provision and allocation of human, technical, financial or other
resources necessary for the effective and efficient performance
of SMS;
viii. promotion of the safety policy;
ix. establishment of the organization’s safety objectives and safety
targets;
x. acting as the organization’s safety champion;
xi. having final responsibility for the resolution of all safety issues;
and
xii. establishing and maintaining the organization’s competence to
learn from the analysis of data collected through its safety
reporting system.
c) clearly define lines of safety accountability throughout the

organization, including a direct accountability for safety on the part of
senior management. Define accountability for safety for the following
individuals:
(1) Accountable Manager;
(2) All members of management in regard to developing,
implementing, and maintaining SMS processes within their area of
responsibility, including, but not limited to:
(i) Hazard identification and safety risk assessment.
(ii) Assuring the effectiveness of safety risk controls.
(iii) Promoting safety.
(iv) Advising the Accountable Manager on the performance of the
SMS and on any need for improvement.
(3) Employees relative to the certificate/license/approval holder's
safety performance.
d) identify the responsibilities of all members of management, irrespective
of other functions, as well as of employees, with respect to the safety
performance of the organization;
e) document and communicate safety accountability, responsibilities, and

authorities throughout the organization;
f) define the levels of management with authority to make decisions

regarding safety risk tolerability; and
g) ensure that management and staff have understood their safety

responsibilities.
1.3 Appointment of Key Safety Personnel
1.3.1 The Service Provider and the Operator shall appoint a properly educated,
trained, and experienced person who is competent and fulfills the role of
safety manager, (head of SMS), for the development, implementation,
maintenance, and day-to-day administration of an effective Safety
Management System throughout the organization on behalf of the
Accountable Manager and Senior Management. The head of SMS shall
be approved by the CAAB. A safety manager shall have:
a) sufficient relevant safety management experience to capably lead,
manage, and set standards to enable the operator/service provider to
implement the safety management system of the operator/service
provider in accordance with national and international standards and
their manual;
b) a satisfactory record in the conduct or management of
operational/safety/quality functions;
c) sufficient knowledge on safety and regulatory requirements related
to the provisions of the services.
1.3.2 The appointed safety manager (head of SMS) shall be in a senior
management position and have a direct reporting line to the Accountable
Manager. He/She shall be independent of operational areas and shall not
hold other positions that may conflict with or impair his/her role as the
safety manager. The appointed safety manager shall have direct access to
the Accountable Manager, the senior management personnel, the heads
of all disciplines, and other areas of the organization to ensure that they
are kept properly informed on safety matters. The Safety Manager of a
large and complex organization should be able to provide full-time on
his/her job.
Note.- Where safety management, quality management, security
management or environment management are integrated, and if a single
manager manages the integrated function, this will not be a conflict of
interest.
1.3.3 Qualifications of Safety Manager (head of SMS)

Competencies of the Safety Manager include as a minimum, but not
limited to:
a) broad operational knowledge and experience in the functions of
the organization (e.g. training management, aircraft operations, air
traffic management, aerodrome operations, and maintenance
organization management etc);
b) safety/quality management experience;
c) minimum 10 years practical experience in the aviation industry for
large and complex organization of which 5 years experience in
safety management;
d) minimum 7 years practical experiences in aviation industry for
small and non-complex organization;
e) sound knowledge of organization’s operations, procedures, and
activities;
f) an extensive knowledge of safety management systems (SMS);
g) completed appropriate SMS training; (e.g. basic SMS course, risk
analysis course, training on SPIs, incident/accident investigator’s
course, safety auditing course, root cause analysis course, human
factors training etc );
h) an understanding of human factors and human performance
principles;
i) preferable experience and qualifications in conducting
safety/quality audits and inspections;
j) sound knowledge of aviation regulatory frameworks, CAAB
ANOs including ICAO Standards and Recommended Practices
(SARPs),
k) good written and verbal communication skills;
l) computer literacy;
Attributes of the Safety Manager include as a minimum, but not

limited to
m) the ability to be firm in conviction, promote a fair culture, and yet
advance an open and non-punitive atmosphere for reporting;
n) the ability and confidence to communicate directly to the
Accountable Manager as his advisor and confidante;
o) well-developed communication skills and demonstrated
interpersonal skills, with the ability to liaise with a variety of
individuals and organizational representatives, including those
from differing cultural backgrounds;
p) demonstrated analytical skills
q) tact, diplomacy and a high degree of integrity are prerequisites;
r) ability to relate to people at all levels, both inside and outside the
organisation;
s) ability to cope with changing circumstances and situations with
little supervision.
t) good analytical skills;
u) leadership skills
v) being worthy of respect from peers and management.
1.3.4 Safety Manager—responsibilities
a) The safety manager (head of SMS) required under this ANO

shall implement, maintain and day-to-day administer the SMS
throughout the organization on behalf of the Accountable
Manager.
b) Without limiting sub-provision, a), the responsibilities of the
safety manager include the following as a minimum, but not
limited to:
(i) ensures that processes needed for the SMS are
established, implemented and maintained.;
(ii) monitor the operation of the safety management system
including managing corrective, remedial and
preventative action in relation to the system;
(iii) performing/facilitating hazard identification and safety
risk analysis;
(iv) monitoring corrective actions and evaluating their
results;
(v) regularly reporting to the Accountable Manager on the
effectiveness of the safety management system;
(vi) providing periodic reports on the organization’s safety
performance;
(vii) ensure that the staff are trained on SMS;
(vii) providing independent advice to the Accountable
Manager, management team and line managers on safety
matters;
(viii) monitoring safety concerns in the aviation industry and
their perceived impact on the organization’s operations
aimed at service delivery;
(ix) taking actions for continuous improvement of the safety
management system;
(x) coordinating and communicating (on behalf of the
Accountable Manager) with the CAAB, other State
agencies and international organizations as necessary on
issues related to SMS;
(xi) promoting positive safety culture;
(xii) regularly evaluating and improving the SMS; and
(xiii) focal point for the development and maintenance of an
effective SMS
1.3.5 The Service Provider and the Operator shall have an appropriate
organizational structure for managing safety. The office responsible for
SMS shall be allocated adequate supporting manpower depending on the
size and complexity of the organization. The supporting manpower shall
be adequately trained and competent to perform their duties of SMS.
1.3.6 The office responsible for SMS shall be allocated sufficient resources to
manage the SMS including, but not limited to, have access to competent
personnel able to perform safety investigation, analysis, auditing, and
promotion.
Note.— ( 1 ) Depending on the size of the service provider and

the complexity of its aviation products or services,
the responsibilities for the implementation and
maintenance of the SMS may be assigned to one or
more persons, fulfilling the role of the safety manager,
as their sole function or combined with other duties,
provided these do not result in any conflicts of interest.
(2) The number, type, skills, composition, and appointment

of key safety personnel will differ greatly depending on
the size, nature, and complexity of the operation. A large
company shall have a dedicated safety department, led
by the safety manager, supported by a team of safety
specialists.
(3) If an organization’s scope includes AOC, AMO, GHSP,
Training or AMTO, they may have a centralized or
partially centralized or separate safety management
system.
1.4 Emergency Response Planning and its Coordination
1.4.1 The Service Provider and the Operator required to establish and
maintain an emergency response plan for accidents and incidents in
aircraft operations and other aviation emergencies shall ensure that
the emergency response plan is properly established a nd coordinated
with the emergency response plans of those organizations it must
interface with during the provision of its products and services. The
Emergency Response Plan (ERP) shall ensure:
a) Orderly and efficient transition from normal to emergency
operations;
b) Delegation of emergency authority throughout the organization;

c) Designation of emergency entities;
d) Assignment of emergency responsibilities during an emergency;
e) Coordination of efforts to cope with the emergency;
f) Coordination of the service provider’s emergency response plans
with the emergency response plans of the other organizations it
must interface with during the provision of its services, and
g) Safe continuation of operations, or return to normal operations as
soon as possible.
1.4.2 The Service Provider and the Operator required to establish and
maintain an emergency response plan for accidents and incidents in
aircraft operations and other aviation emergencies shall designate a
manager who will be responsible for implementing and maintaining
emergency response plan.
Note.- Service Provider/Operator may outsource its emergency response

plan. In that case, Service Provider/Operator shall retain the ultimate
responsibility for the effectiveness of the emergency response plan.
1.5 SMS Documentation
1.5.1 SMS Documentation
1.5.1.1 The Service Provider and the Operator shall establish and maintain a
process for the management of safety documentation and /or data used
directly in support of the safety management system.
1.5.1.2 The Service Provider and the Operator shall develop and maintain an
SMS manual endorsed by the Accountable Manager and approved by
the CAAB to demonstrate how the organization will comply with this
ANO, other relevant national and international regulations, as
applicable. SMS manual shall describe the following as a minimum,
but not limited to:
a) Safety policy and objectives;
b) Senior management commitment to safety;
c) SMS requirements;
d) SMS Organization structure;
e) SMS processes and procedures;
f) accountability, responsibilities and authorities for SMS
processes and procedures;
g) SMS output; and
h) document and records management;
1.5.1.3 The Service Provider and the Operator shall have a means to ensure
that SMSM or its parts is readily available to all relevant personnel.
1.5.1.4 The Service Provider and the Operator shall have a process to ensure
that the SMS manual, including SMS-related records, is regularly
reviewed and updated with appropriate version control in place.
1.5.2 SMS Records
1.5.2.1 The Service Provider and the Operator shall develop and maintain
safety operational records as part of its SMS documentation.
1.5.2.2 The Service Provider and the Operator shall establish and maintain a
system for the management and control of safety records to ensure
safety records are subjected to standardized processes for:
a) Identification;
b) Legibility;
c) Maintenance;
d) Retrieval;
e) Protection, integrity and security;
f) Disposal, deletion (electronic records) and archiving.
1.5.3 If the Service Provider or the Operator uses an electronic system

for the management and control of safety records, the service
provider/operator shall ensure the system provides for a scheduled
generation of backup record files.
1.5.4 The Service Provider and the Operator shall maintain and retain
the following SMS records as a minimum, but not limited to;
a) records of hazards log/register/database and retain for as
long as the control remains relevant to the operation.
b) outputs of safety risk management processes and retain for
as long as the control remains relevant to the operation.
c) records of incidents, serious incidents and accidents and
their investigations reports and its output for entire
operation.
d) records of implementations of safety investigations reports
for entire operation.
e) records of outputs of safety assurance processes and retain
for a minimum of 5 years.
f) SPIs and related charts for a minimum of 5 years.
g) SMS internal review or audit records for a minimum of 5
years.
h) SMS/safety committee meeting minutes for a minimum of
5 years.
i) records of all safety training provided for each individual
and retain for as long as the individual is employed by the
organization.
j) records of all communications provided under provision
4.2 for a minimum of 24 consecutive calendar months.
k) Any other SMS records relevant to the service
provider/operator and retain for as long as the control
remains relevant to the operation.
2. Safety Risk Management
2.0 Safety risk management shall include hazard identification, safety risk
assessment, and mitigation processes.
2.1 Hazard Identification
2.1.1 The Service Provider and the Operator shall develop, implement,
and maintain a process that is integrated throughout the
organization to identify hazards associated with its aviation
products or services.
2.1.2 Hazard identification shall be based on a combination of reactive and

proactive methods. Hazard identification process defines how
hazards are identified from multiple sources through reactive and
proactive methods (internal and external).
2.1.3 Operational Safety Reporting System
The Service Provider and the Operator shall have an operational

safety reporting system that is implemented throughout the
organization in a manner that:
a) Encourages and facilitates personnel to submit reports that

identify safety hazards, expose safety deficiencies and raise
safety concerns;
b) Ensures mandatory reporting in accordance with applicable
regulations;
c) Includes analysis and management action as necessary to
address safety issues identified through the reporting system.
2.2 Safety Risk Assessment and Mitigation
2.2.1 The Service Provider and the Operator shall develop and
maintain a process that ensures analysis, assessment, and
control of the safety risks associated with identified hazards.
The process may include predictive methods of safety data
analysis.
2.2.2 The Service Provider and the Operator shall apply safety risk
management (safety risk assessment & mitigation) at least to the
following, but not limited to:
a) Implementation of new systems or processes or procedures;
b) Revision of existing systems or processes;
c) Development of operational procedures;
d) Identification of hazards or ineffective risk controls through
the safety assurance processes;
2.2.3 The Service Provider and the Operator shall define a process for
conducting safety risk assessment that allows for the
determination of acceptable safety risk.
maintain processes to develop safety risk controls that are
necessary as a result of the safety risk assessment process.
2.2.5 The Service Provider and the Operator shall define and document
the levels of the management with authority to make decision of
safety risk tolerability.
2.2.6 The Service Provider and the Operator shall evaluate whether
risk will be acceptable with the proposed safety risk control
applied, before the safety risk control is implemented.
maintain an investigation process for safety concern, occurrences
and ineffective risk control.
2.2.8 The applicable Service Provider and the Operator shall have a
process to conduct safety risk assessment (SRM) and mitigation
and to submit SRM with the mitigation actions/plan along with
application to the Member FSR of CAAB for seeking specific
approval required for the following operation, as a minimum, but
not limited to:
a) RVSM;
b) EDTO;
c) Low Visibility Operation (LVO);
d) NAT HLA;
e) MNPS;
f) PBN authorization required (AR);
g) EFB;
h) Transport of Dangerous Goods by air; and
i) Others as deemed necessary by CAAB.
Note.- For details, refer to CAAB ANO Part SPA on Specific

Approvals.
2.2.9 The Service Provider and the Operator should develop a

procedure for periodic review of completed risk mitigation
records.
3. Safety Assurance
3.1 Safety Performance Monitoring and Measurement
3.1.1 The Service Provider and the Operator shall develop and maintain the
means to verify the safety performance of the organization and to
validate the effectiveness of safety risk controls.
Note.― An internal audit process is one means to monitor compliance

with safety regulations, the foundation upon which SMS is built, and
assess the effectiveness of these safety risk controls and the SMS.
Guidance on the scope of the internal audit process is contained in the
Safety Management Manual (SMM) (Doc 9859).
3.1.2 Safety performance of the service provider and the operator shall be
verified in reference to the safety performance indicators and safety
performance targets of the SMS in support of the organization’s safety
objectives.
3.1.3 The Service Provider and the Operator shall have process(es) for setting
safety performance indicators (SPIs) and Safety Performance Targets
(SPTs), as means to monitor its safety performance, the achievement of
its safety objectives and to validate the effectiveness of safety
risk controls.
3.1.4 The Service Provider’s and the Operator’s Safety Performance

Indicators (SPIs) and Safety Performance Targets (SPTs) of the SMS in
support of the organization’s safety objectives shall be acceptable
to CAAB.
3.1.5 The Service Provider and the Operator shall provide CAAB with the
actual SPIs, SPTs, and alert level, as applicable, every six-month period.
3.1.6 The Service Provider and the Operator shall periodically review each
SPI, alert level, and target level to ensure they remain effective,
relevant, and appropriate.
3.1.7 The Service Provider and the Operator shall develop and maintain
processes to acquire data with respect to its operations and services to
monitor the safety performance of the organization. These processes
and systems shall include, at a minimum, the following:
a) Monitoring of operational processes;
b) Monitoring of the operational environment to detect changes;
c) Auditing of operational processes and systems;
d) Evaluations of the SMS and operational processes and systems;
e) Investigations of incidents and accidents;
f) Investigations of reports regarding potential non-compliance with
regulatory standards or other safety risk controls established by the
certificate holder through the safety risk management process;
g) A confidential employee reporting system in which employees can
report hazards, issues, concerns, occurrences, and incidents, as
well as propose solutions and safety improvements.
3.1.8 The Service Provider and the Operator shall develop and maintain
processes that analyze the data acquired through the processes and
systems identified under paragraph 3.1.7 of this section and any other
relevant data with respect to its operations, products, and services.
3.1.10 Safety Performance Assessment.
3.1.10.1 The Service Provider and the Operator shall conduct assessments
of its safety performance against its safety objectives, which
include reviews by the Accountable Manager and Senior
Management Personnel, to:
a) Ensure compliance with the safety risk controls established by
the service provider and the operator.
b) Evaluate the performance of the SMS.
c) Evaluate the effectiveness of the safety risk controls and identify
any ineffective controls.
d) Identify changes in the operational environment that may
introduce new hazards.
e) Identify new hazards.
3.1.10.2 Upon completion of the assessment, if ineffective controls or new

hazards are identified under paragraphs 3.1.10.1 (b) through (e) of
this section, the service provider’s and the operator shall use the
safety risk management process described in this ANO.
3.1.11 Internal Safety Audit
3.1.11.1 The Service Provider and the Operator shall conduct periodic
internal audits at least once a year. The internal audit shall be
focussed to determine:
a) compliance with regulations;
b) compliance with policies, processes and procedures;
c) the effectiveness of safety risk controls;
d) the effectiveness of corrective actions; and
e) the effectiveness of the SMS.
3.1.11.2 After an audit, there shall have appropriate analysis of causal
factors, and processes of taking corrective/preventive actions.
Note.- The above internal audit may be carried out by the
Safety/SMS office. If an organization establishes quality
assurance program or quality system, this internal audit may be
carried out under quality assurance program or quality system.
In that case, quality assurance or quality system auditor is
required to complete training on safety management principles,
processes & procedures and risk analysis and mitigation
process of the organization.
3.1.11.3 Where a service provider or an operator sub-contract any

operational services, the service provider or the operator shall
ensure that the sub-contractor(s) has(have) fulfilled the safety
requirements of the service provider or oprerator. As per IS:
1.2.2.3 of ANO (AOC), a written agreement should exist
between the AOC holder and the sub-contractor clearly defining
the safety related activities. The sub-contractor’s safety related
activities relevant to the agreement should be included in their
quality assurance program.
3.2 The Management of Change
3.2.2 The Service Provider a n d the Operator shall develop and maintain a
process to identify changes, within or external to the organization,
which may affect the level of safety risk associated with its aviation
products or services and to identify and manage the safety risks that
may arise from those changes.
3.3 Continuous Improvement of the SMS
3.3.1 The Service Provider and the Operator shall have a process to monitor
and assess its SMS processes to maintain or continuously improve the
overall effectiveness of the SMS.
3.3.2 The Service Provider and the Operator shall establish and maintain
processes to correct safety performance deficiencies identified in the
assessment conducted under paragraph 3.1.10.
3.3.3 The Service Provider and the Operator shall have an appropriate safety
committee or safety review board to review the safety management
system at intervals not exceeding six months period to ensure its
continuing suitability, adequacy and effectiveness in the management
and control of operations and associated risks. A review shall include
assessing opportunities for improvement and the need for changes to the
system affecting SMS of the organization, including, but not limited to:
(i) Defined safety policy and objectives;
(ii) Effectiveness of the SMS;
(iii) Timely response in implementing necessary safety risk control
actions;
(iv) Safety performance against the organization’s safety policy and
objectives;
(v) Overall effectiveness of safety risk mitigation strategy;
(vi) Allocation of resources for effective implementation of SMS;
(vii) Identification of training needs relating to safety;
(viii) Status of safety reports & safety risk management;
(ix) Findings from operational inspections and investigations;
(x) Operational feedback;
(xi) Incidents and near miss reports;
(xii) Changes in regulatory policy or civil aviation legislation, ANOs
and its implementation;
(xiii) Status of safety risk controls and their ineffectiveness;
(xiv) Results from implementation or rehearsal of the emergency
response plan (ERP);
(xv) Regulatory violations,
(xvi) Follow-up actions from previous management reviews.
Note.- Review of System Management System may be performed by
Safety Review Board or Senior Management Safety Review Committee to
be chaired by the Accountable Manager or the Chairman or a Director
of the Board or the Owner of the organization. All the heads of functional
areas should be member of this safety committee.
4. Safety Promotion
4.1 Competencies, Training, and Education
4.1.1 The Service Provider and t h e Operator shall develop and maintain a
safety training programme that ensures t h a t personnel are trained
and competent to perform their SMS duties.
4.1.2 The scope of the safety training programme shall be appropriate to each
individual’s involvement in the SMS.
4.1.3 The SMS training programme shall include initial & recurrent training
and shall describe types of SMS training depending on SMS
responsibilities, their syllabi, duration, etc. to be accepted by CAAB. The
SMS training shall be provided by trained, qualified and experienced
SMS Instructor approved/accepted by CAAB. Instructors of international
organization like ICAO, IATA etc, renowned aviation institute/academy
like SAA, faculty member of a university does not require acceptance or
approval from CAAB. In that case, service provider/operator shall inform
CAAB. Company Facilitators for conducting SMS awareness seminar,
training on company SMS Manual, Safety Reporting System awareness
training and safety promotion does not require any approval from CAAB.
Head of SMS/Head of Safety or qualified person authorized by the Safety
Manager (head of SMS) may conduct these seminar/workshops/training.
4.1.4 Safety training and education curricula consists of the following as a

minimum, but not limited to:
(i) organizational safety policies, goals and objectives;
(ii) organizational safety roles and responsibilities related to safety;
(iii) safety authorities and accountabilities;
(iv) basic safety risk management principles;
(v) SMS Framework;
(vi) safety reporting systems;
(vii) hazard identification, safety risk assessment and mitigation
process;
(viii) the organization’s SMS processes and procedures;
(ix) line of communication for dissemination of safety information;
(x) human factors;
(xi) ICAO Annex 19 and related Doc;
(xii) CAA Act, CAR, ANO 19 and related other ANOs,
(xiii) SMS manual;
(xiv) individual safety duties (roles, responsibilities, and
accountabilities); and
(xv) how the organization’s SMS operates.
4.2 Safety Communication
4.2.1 The Service Provider and the Operator shall develop and maintain a
system that enables effective communication of safety information
throughout the management system and in all areas where operations are
conducted. Such system shall include:
a) ensures personnel are aware of the SMS to a degree
commensurate with their positions;
b) ensures safety-critical information are conveyed effectively;
c) explains why particular actions are taken to improve safety;
d) explains why safety procedures are introduced or changed; and
e) ensures external service providers are provided with information
of safety relevant to operations conducted.
APPENDIX 2
APP 2 PRINCIPLES FOR THE PROTECTION OF SAFETY DATA,
SAFETY INFORMATION AND RELATED SOURCES
(Chapter 5, sub-section 5.1.4, sub-section 5.2.5, & section 5.3 refers)
Note 1.— The protection of safety data, safety information and related
sources is essential to ensure their continued availability, since the use of
safety data and safety information for purposes other than maintaining or
improving safety may inhibit the future availability of such data and
information, with a significant adverse effect on safety.
Note 2.— In view of their different legal systems, States have the
flexibility to draft their laws and regulations in accordance with their
policies and practices.
Note 3.— The principles contained in this appendix are aimed at
assisting States to enact and adopt national laws, regulations and
policies to protect safety data and safety information gathered from safety
data collection and processing systems (SDCPS), as well as related
sources, while allowing for the proper administration of justice and
necessary actions for maintaining or improving aviation safety.
Note 4.— The objective is to ensure the continued availability of safety
data and safety information by restricting their use for purposes other than
maintaining or improving aviation safety.
1. General Principles
1.1 Bangladesh establishes, through national laws, regulations and policies
protecting safety data, safety information and related sources, ensure that
a) a balance is struck between the need for the protection of safety
data, safety information and related sources to maintain or improve
aviation safety, and the need for the proper administration of justice;
b) safety data, safety information and related sources are protected in
accordance with this appendix;
c) the conditions under which safety data, safety information, and related
sources qualify for protection are specified; and
d) safety data and safety information remain available for the purpose of
maintaining or improving aviation safety.
Note.—The protection of safety data, safety information and related sources

is not intended to interfere with the proper administration of justice or with
maintaining or improving safety.
1.2 When an investigation i s instituted an d conducted under Annex 13 a n d
AASIIR 2023, accident and incident investigation records listed in 5.12 of
Annex 13 shall be subject to the protections accorded therein instead of the
protections accorded by this ANO.
2. Principles of Protection
2.1 Safety data or safety information shall not :

a) be used in disciplinary, civil, administrative, and criminal
proceedings against employees, operational personnel, or
organizations;
b) be disclosed to the public; or
c) be used for any purposes other than maintaining or improving
safety;
unless a principle of exception applies.
2.2 Protection to safety data, safety information, and related sources shall
be accorded by ensuring that:
a) the protection is specified based on the nature of safety data and
safety information;
b) a formal procedure to provide protection to safety data, safety
information, and related sources is established;
c) safety data and safety information will not be used in a way
different from the purposes for which they were collected,
unless a principle of exception applies; and
d) to the extent that a principle of exception applies, the use of
safety data and safety information in disciplinary, civil,
administrative, and criminal proceedings will be carried out only
under authoritative safeguards.
Note 1.— The formal procedure may include that any person seeking
disclosure of safety data or safety information will provide the
justification for its release.
Note 2.— Authoritative safeguards include legal limitations or

restrictions such as protective orders, closed proceedings, in-camera
review, and de-identification of data for the use or disclosure of
safety information in judicial or administrative proceedings.
3. Principles of Exception
3.1 Exceptions to the protection of safety data, safety information and

related sources shall only be granted when the competent authority:
a) determines that there are facts and circumstances reasonably

indicating that the occurrence may have been caused by an act
or omission considered, in accordance with national laws, to be
conduct constituting gross negligence, willful misconduct or
criminal activity;
b) after reviewing the safety data or safety information, determines

that its release is necessary for the proper administration of
justice, and that the benefits of its release outweigh the adverse
domestic and international impact such release is likely to have
on the future collection and availability of safety data and safety
information; or
c) after reviewing the safety data or safety information,

determines that its release is necessary for maintaining or
improving safety, and that the benefits of its release outweigh
the adverse domestic and international impact such release is
likely to have on the future collection and availability of safety
data and safety information.
Note 1.— In administering the decision, the competent authority

takes into account the consent of the source of the safety data
and safety information.
Note 2.— Different competent authorities may be designated for

different circumstances. The competent authority could include,
but is not limited to, judicial authorities or those otherwise
entrusted with aviation responsibilities designated in
accordance with national law.
4. Public Disclosure
4.1 In the event of right-to-know laws, in the context of requests made for
public disclosure, exceptions shall be created from public disclosure to
ensure the continued confidentiality of voluntarily supplied safety data
and safety information.
Note.— Laws, regulations and policies commonly referred to as

right-to-know laws (freedom-of-information, open records, or sunshine
laws) allow for public access to information held by the State.
4.2 Where disclosure is made in accordance with section 3, it shall be

ensured that:
a) public disclosure of relevant personal information included in

the safety data or safety information complies with applicable
privacy laws; or
b) public disclosure of the safety data or safety information is made

in a de-identified, summarized or aggregate form.
5. Responsibility of the Custodian of Safety Data and Safety Information
5.1 Member FSR of CAAB shall develop a mechanism to ensure that each
SDCPS has a designated custodian to apply the protection to safety data
and safety information in accordance with applicable provisions of this
appendix.
5.2 The service provider and the operator shall have a designated custodian for
their SDCPS to apply the protection to safety data and safety information
in accordance with applicable provisions of this appendix.
Note.— The ―custodian‖ may refer to an individual or organization.

6. Protection of Recorded Data
6.1 Through national laws and regulations, specific measures of protection

shall be provided regarding the confidentiality and access by the public
to ambient workplace recordings.
6.2 Through national laws and regulations, ambient workplace recordings

required by national laws and regulations shall be treated as privileged
protected data subject to the principles of protection and exception as
provided for in this appendix of this appendix.
Note 1.— Ambient workplace recordings required by national laws, for

example, cockpit voice recorders (CVRs) or recordings of background
communication and the aural environment at air traffic controller work
stations, may be perceived as constituting an invasion of privacy for
operational personnel that other professions are not exposed to.
Note 2.— Provisions on the protection of flight recorder recordings and

recordings from air traffic control units during investigations instituted
under A A S I I R 2 0 2 3 are contained therein. Provisions on the
protection of flight recorder recordings during normal operations are
contained in ANO 6.
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g½jevi, RyjvB 16, 2024

Civil Aviation Authority of Bangladesh

Dhaka, 26 ˆekvL ১ ৪ ৩ 1/09 May 2024

No. CAAB 30.31.0000.111.37.019.23 – In exercise of the power conferred

2. This ANO shall come into force with immediate effect.

Air Vice Marshal M Mafidur Rahman

1.1 Short Title and Commencement

Effective SSP implementation is a gradual process, requiring time to

This ANO describes the requirements of SSP and Safety Management

This ANO is a living document and will be reviewed and revised at

1.3 Oversight of Product/Service Providers/Operators.

c) With SMS, CAAB will assure product/service compliance in accordance

f) CAAB is never responsible for performing SRM or primary Safety

1.6 Control of ANO 19 and its Review Process

(e) Responsible Inspector(s) of FSR Division of CAAB having revision

• after changes of Act, Laws etc relating to aviation;

• after changes or amendment of ICAO Annex 19;

• if service providers/operators or the users of the document ask for

(g) After reviewing, if it becomes necessary to review the existing

(h) If the revision requires more than 50% of pages to be

a) a person is fatally or seriously injured as a result of:

— being in the aircraft, or

Except when the injuries are from natural causes, self-inflicted or

b) the aircraft sustains damage or structural failure which:

— Adversely affects the structural strength, performance or flight

c) the aircraft is missing or is completely inaccessible.

Accountabilities: This term refers to obligations that may not be delegated.

Accountable Manager: A single key person of an organization who is

Aeroplane: A power-driven heavier-than-air aircraft, deriving its lift in flight

Aircraft Accident Investigation Committee of Bangladesh (AAIC-BD): The

COMPLEX MOTOR-POWERED AIRCRAFT shall mean:

(iii) a tilt rotor aircraft;

Compliance: The state of being in accordance with rules or requirements

Compliance-Based Regulatory Oversight: The conventional and prescriptive

Compliance Obligation: A mandatory compliance obligation or a voluntary

Helicopter: A heavier-than-air aircraft supported in flight chiefly by the

(a) An operator should be considered as non-complex when it has a

(c) Maintenance organizations with 10 FTEs or less are considered non-

(d) An approved training organization should be considered as non-complex

(e) Notwithstanding (d) above, approved training organization with up to 20

(1) in terms of complexity, the extent and scope of contracted

Organization: Any organization providing aviation products or services and/or

Note: Performance-based compliance is supported by proactive operator

Point of Contact means:

Process: One or more actions or procedures implemented in a coordinated

Program: An organized set of processes directed toward a common purpose,

Reporter: a natural person who reports an occurrence or other safety-related

Risk: The predicted probability and severity of the consequences or outcomes

Risk Assessment: The overall process of hazard identification, risk analysis,

Safety Assurance: The component of a safety management system that

Safety Audit: An independent and documented examination of activities,

Service Provider: means any institution which provides aviation service.

Safety Management System (SMS): A systematic approach to managing

Safety Performance Indicator: A data-based parameter used for monitoring

Safety Performance Target: The State or service provider’s planned or

Safety Risk: The predicted probability and severity of the consequences or

Serious incident: An incident involving circumstances indicating that there

Serious Injury: An injury which is sustained by a person in an accident and

State of Manufacture: The State having jurisdiction over the organization