AVIATION SAFETY Recent Developments in the EU Aviation Safety Policy 6 – 8 November 2007, Bangkok...

AVIATION SAFETY

Recent Developments in the EU Aviation Safety Policy

6 – 8 November 2007, Bangkok (Thailand)

DGTREN / Air Transport / Air Safety / [email protected]

Page: 26 – 8 November 2007 – Bangkok (Thailand)


17th Steering Committee Meeting of the COSCAP-SA

A.2: Working Methods for EASA Inspections

A.3: Transferring the management of the SAFA programme from JAA

to EASA

A.5: From JAR-OPS to EU-OPS

A.6: Extension of EASA Powers

A.4: Community Wide List of Unsafe Airlines

A.1: EASA 2002 – The creation of a single European safety

system

A: THE EU AIR SAFETY POLICY




B: EU External Aviation Policy

C: Appendix: COSCAP-SA Phase II Project




Regulation 1592/02Regulation 1592/02

Regulation (EC) 1592/2002 of the European Parliament and of the Council of 15 July 2002 on common rules in the field of civil aviation and establishing an European Aviation Safety Agency.

A.1: EASA 2002 – The creation of a single

European safety system (1)




A.1: EASA 2002 – The creation of a single

European safety system (2)

Regulations StructureRegulations Structure

See also the EASA Website: http://www.easa.europa.eu/home/index.html




A.2:Working Methods for EASA

Inspections (1)

Standardisation inspectionsStandardisation inspections

Article 45 of Regulation N° 1592/2002: “the application of and its implementing rules – Regulations N° 1702/2003 & 2042/2003”

Initial and continued airworthiness of aeronautical products, parts and appliances and personnel and organisations involved in their design, manufacture and maintenance.





Inspections (2)

Who does what?Who does what?

EASA assists the European Commission to exercise its enforcement powers i.e. to ensure that Community law is correctly applied by:

Carrying out standardisation inspections of national aviation authorities and, for the purpose of assessing their performance, inspections of certificate holders under the regulatory oversight of the inspected national aviation authority.





Inspections (3)

Qualification requirementsQualification requirements

1. EASA establishes the qualification requirements for all inspectors;

2. EASA is responsible for training its own staff – future inspectors (team leaders and members);

3. EASA trains staff seconded by national aviation authorities – future inspectors (team members).





Inspections (4)

Types of inspectionsTypes of inspections

1. Standardisation inspections on initial and continued airworthiness according to an annual programme;

2. Follow-up inspections in the relevant area to verify implementation of remedial action plans;

3. Ad hoc inspections at the request of the Commission.





Inspections (5)

Inspections’ procedureInspections’ procedure

1. A preparatory phase lasting a minimum of 10 weeks prior to the inspection;

2. A visiting phase;

3. A reporting phase lasting a maximum of 12 weeks following the inspection;

4. A follow-up phase lasting a maximum of 16 weeks following the reporting phase;

5. A closure phase to take place at the end of the follow-up phase.




Managing the SAFA Database (1)Managing the SAFA Database (1)

Adoption of Commission Regulation (EC) No 768/2006 of 19 May 2006

implementing Directive 2004/36/EC as regards the collection & exchange of information on the safety of aircraft using Community airports and the management of the information system (OJ L 134, 20.5.2006, p. 16–18)

A.3:Transferring the management of

the SAFA programme from JAA to

EASA (1)





The SAFA Database is managed as from 1st January 2007 by the European Aviation Safety Agency.

What was previously done by the JAA is now in the hands of EASA.

Centralised collection, processing, updating, evaluation, dissemination and reporting of the information contained in the Database.



EASA (2)





One objective:

Improve quality of relevant information and reliability of the reporting system.

EASA is empowered to perform inspections of EU Member States implementation of SAFA system both on foreign aircraft and on EU aircraft.



EASA (3)




A.4:Community Wide List of Unsafe

Airlines (1)

Why an EU ban? Regulation 2111/2005 EC (1) Why an EU ban? Regulation 2111/2005 EC (1)

Common Approach towards Safety (airlines declared to be unsafe in one Member State cannot be deemed to be safe in another).

Preserve the highest safety standards. Inform Passengers. Fight “Flags of Convenience”. On the basis of a single decision: The European Commission

(assisted by the Air Safety Committee).





Airlines (2)

Why an EU ban? Regulation 2111/2005 EC (2)Why an EU ban? Regulation 2111/2005 EC (2)

Common Criteria for decisions based on ICAO safety standards for non EU carriers and EU regulations for EU carriers.

3 categories Deficiencies detected on aircraft and/or; Lack of ability of the airlines to solve deficiencies and/or; Lack of ability of the competent oversight authorities to fulfil

their obligations.





Airlines (3)


Process with all guarantees: Transparency and right of defense. Exchange of information and views with all EU Member

States. Right for the airlines/countries involved to be heard. The Commission examines all data provided and collected &

takes a decision.





First list established in March 2006. Up-dated in June and October 2006, March 2007 and July 2007. Around 150 air carriers currently on list. In March 2007, for the first time two air carriers were withdrawn

from the list as they had proved to the Commission that they have rectified serious safety deficiencies.

Other (non-EU) countries are applying the Community list.


Airlines (4)




Introduction: From JAR-OPS to EU-OPS (1)Introduction: From JAR-OPS to EU-OPS (1)

COUNCIL REGULATION No 1899/2006 MODIFYING Regulation 3922/1991 ON THE HARMONISATION OF TECHNICAL REQUIREMENTS AND ADMINISTRATIVE PROCEDURES IN THE FIELD OF CIVIL AVIATION

A.5:From JAR-OPS to EU-OPS (1)




Introduction: From JAR-OPS to EU-OPS (2)Introduction: From JAR-OPS to EU-OPS (2)

1. The introduction of JAR-OPS 1 including FCL and FTL into Community law.

2. All EU Member States have to implement the technical requirements by 16 July 2008.

3. Common rules for the operation all aircraft registered in the Community owned or leased used in commercial air transport.

4. Common rules for pilots and cabin crew.

A.5:From JAR-OPS to EU-OPS (2)




Extending EASA powers beyond present remitExtending EASA powers beyond present remit

1. Commission proposal made on 15 November 2005 to EU internal operations (commercial and non commercial), pilot licences and foreign operators.

2. The European Parliament adopted its opinion in First Reading on 13 March 2007.

3. Council of the European Union adopted a common position on 15 October 2007.

4. Formal adoption by EU Council and European Parliament by January 2008.

A.6:Extension of EASA Powers (1)




EASA from the present to the futureEASA from the present to the future

This new law applies to all operators (commercial and non commercial) and extend the common rules beyond their present remit (annexes 1, 8 and 16) to cover also aircraft operations and pilot licences (annex 6) and empowering EASA to “deliver safety authorisation to foreign operators requesting to operate to / from / in the EU” (similar to Part 129 of FAA).





Airports and ATM / ANS SafetyAirports and ATM / ANS Safety

In 2008 the Commission will make a new proposal to extend the EASA competences in safety to airports (annex 14) and ANS/ATM.

The final adoption is expected by the end 2009.





EU-OPS and future EASA powersEU-OPS and future EASA powers

EU-OPS will form the basis for the adoption by the Commission of implementing rules to be developed through the EASA system taking as a starting base the current EU-OPS for commercial operators.





BackgroundBackground

The Single EU Aviation Market has an external dimension. Confirmed by the “Open Skies” judgements of the European Court of

Justice in 2002. Initial mandates to the Commission in 2003. Comprehensive US mandate and conclusion of an EU-US aviation

agreement in April 2007. “Horizontal” Mandate. Road-map for external aviation relations adopted by the EU

Transport Council in June 2005. Technical Cooperation and Assistance (EU-China, EU-India, EU-

South Asia & EU-South East Asia Aviation Cooperation projects).

B: EU External Aviation Policy (1)




External Dimension: “The Three Pillars”External Dimension: “The Three Pillars”

I. Bringing existing bilateral agreements into line with Community law.

II. The creation of a “Common Aviation Area” with neighbouring countries.

III. Conclusion of ambitious global agreements with key partners (US, China, Russia, India, Canada…).

IV. Specific Air Safety Agreements with US, Canada, etc…





Pillar I: Progress on the Legal IssuePillar I: Progress on the Legal Issue

91 non-EU states have accepted Community designation. Nearly 600 Bilateral ASAs (Air Services Agreements) have been

brought into conformity with Community law. 29 Community Agreements. Negotiations/talks on-going with many countries. The EU invites all SAARC countries to restore legal certainty to

bilateral air services agreements as a matter of priority.





Pillar II: Common Aviation Area by 2010 Pillar II: Common Aviation Area by 2010

Southern and Eastern European neighbouring countries. Pre-accession context: Western Balkans (ECAA).

ECAA Agreement signed in June 2006 (it includes the acceptance of all EU Safety Legislation).

Morocco (Euro-Mediterranean agreement).

EU-Morocco Agreement signed in December 2006. Next: Ukraine, Jordan, Lebanon and Israel…

Towards a single market of some 50 states by 2010.


ECAA: European Common Aviation area





58 States, circa 1 billion inhabitants

The EU today:• 27 Member States• 490 Million people • One Single Market





Pillar III: Comprehensive AgreementsPillar III: Comprehensive Agreements

With key partners and like-minded countries. Aim: to “normalise” aviation. By:

gradual market opening. removing investment barriers. regulatory convergence.

i.e. beyond “Open skies”.





Institutional Capacity Building for the Civil Aviation Sector in India (1)Institutional Capacity Building for the Civil Aviation Sector in India (1)

Overall objective: To remove constraints to sustainable economic growth in

India imposed by critical bottlenecks and unbalanced development of the rapidly expanding aviation sector, particularly within the regulatory functions of Government.

Specific Objectives: To strengthen the institutional capacity of the civil aviation

regulator in India. To help ensure a safe and secure aviation environment

through: good governance; implementation of international civil aviation standards; harmonisation with EU standards and cooperation with European aviation authorities, agencies and key stakeholders; and policy support.





Institutional Capacity Building for the Civil Aviation Sector in India (2)Institutional Capacity Building for the Civil Aviation Sector in India (2)

The environmental protection and cross-cutting issues such as good governance and gender equality will be part of the actions.

The indicative EC contribution is € 12.5 millions. The indicative time frame is 4 years (2008 – 2011).





South Asia Civil Aviation Programme (SAARC) (1)South Asia Civil Aviation Programme (SAARC) (1)

Objectives: Improving safety levels for the benefit of all air travellers and

manufacturers. Promoting regional integration to improve safety levels in

aeronautics and to ensure the safety oversight functions to group their resources on a regional basis within regional organizations and institutions.

Presenting and explaining the European safety regulations.





South Asia Civil Aviation Programme (SAARC) (2)South Asia Civil Aviation Programme (SAARC) (2)

Activities: Aviation safety; Air Traffic Management and Airports (security and economic

regulation) – matching increasing demand with higher safety, security and economic efficiency.

The indicative EC contribution is € 4 millions to be topped up by non EC co-financing.

The indicative time frame is 4 years (2008 – 2011). SAARC countries are invited to propose priorities for their project.




C: Appendix: COSCAP-SA Phase II

Project

Project DevelopmentProject Development

The Commission is financing this COSCAP-SA (Phase II) project with 350.000 € (≈ 500.000 $).

Until this moment the Commission has paid 190.266 € (≈ 271.450 $). The Commission to the request of ICAO has approved on October

22nd an Amendment extending the duration of the project in 9 months. The new completion date is 31st August 2008.

The Commission would pay a new installment when the Amendment is accepted by ICAO and a new interim report is produced.

At the end of the project after presenting the final technical and financial report the Commission would pay the final installment.




AVIATION SAFETY


Jacinto Lopez NavalonAir Transport – Aviation Safety

Tel. +32 2 2968739, Fax +322 2967082

[email protected]

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