Hub airports · 100,000+ annual operations · Ports of entry
The plan is approved. Now the SMS has to be real.
For Group 1, 2 and 3 airports the Implementation Plan deadline has passed; a newly-qualifying airport has eighteen months from the day the FAA tells it. Either way, what is left is the clock to full implementation, and an FAA that will come back to the plan you signed.
What ASIP saves you
Saves time
A crack found on the morning self-inspection becomes the condition record, the NOTAM request and the corrective action on one thread, and it closes there. Not four trackers and a reminder to cancel.
Saves money
Subpart E makes the airport answerable for safety across a field it does not staff, and the usual answer is somebody re-keying tenant reports into the airport's own record. That standing job is the part of an SMS a software quote never shows you, and it is the part this removes.
Saves effort
The three-month tenant fuelling inspection and the 24-month training clock chase themselves. Any retention window prints on demand instead of being rebuilt out of folders the week the inspector calls.
Catches it earlier
A wildlife sighting, a pavement defect and a vehicle or pedestrian deviation at one intersection get filed by three departments as three work orders. Subpart E asks you to manage the pattern behind them, and nobody manages a pattern that has never been assembled.
What you get on day one
- Daily airfield self-inspection — photographed, timestamped, signed — and the condition report it raises: the NOTAM request generated from it, tracked open to cancelled, held with the fix that closed it (§139.327, §139.339)
- Wildlife strike log, attractant surveys and mitigation target dates (§139.337)
- ARFF drill and live-fire records, against your own index
- Tenant fuelling-agent inspections every three months, and the annual training confirmation (§139.321)
- Movement-area and vehicle-operator training currency, retained 24 months (§139.303)
- Participant organization portal — each tenant on your certificate writes into your SMS and sees only its own records
- SMS Manual and ACM document control, with safety risk management traced back to it
In build — not yet available
- ASIP-to-ASIP federation
Everyone says AI. Here is ours.
Four things it does, and one thing it is never allowed to do.
- Two models, not one
- One drafts. A second, different model checks it before you see it. A model marking its own homework is the weakest possible safeguard.
- It cites, or it stops
- Answers come from your own documents and name the source. No source, no answer — it says so rather than inventing something that sounds right.
- You can argue with the score
- Expected against observed, with every input listed. Not a number between one and a hundred that nobody on your team could defend to an auditor.
- A person always decides
- It never closes an action, decides recordability, or signs anything off. It drafts. You decide.
Where the line is
Structured against 14 CFR Part 139 — Subpart E for the SMS itself, and the self-inspection, wildlife, ARFF and fuelling-agent duties in Subpart D — alongside FAA Advisory Circular 150/5200-37A. ASIP is a safety management system. It is not, and no vendor's software can be, an airport SMS accepted by the FAA: that acceptance belongs to your Implementation Plan, your Airport Certification Manual and your certificate. A vendor page that says "FAA approved" is describing a status that does not exist for software. Subpart E is also not 14 CFR Part 5 — Part 5 is the operator rule, and it is on our Airlines page.
What it costs, and what it depends on.
Airport SMS starts at $18,000/year for smaller Part 139 programs. Pro and Enterprise pricing depends on airport classification, participant organizations, implementation scope and, once it is available, ASIP-to-ASIP federation.