The Ministry of Infrastructure and Construction

URZĄD LOTNICTWA CYWILNEGOCIVIL AVIATION AUTHORITY (CAA)

The State Safety Programme

Warszawa, …………………..2016

DOCUMENT APPROVAL PROCESS

DOCUMENT STATUS FULL NAME POSITION INSTITUTION SIGNATURE

Approved by Andrzej Adamczyk

Minis ter of Infrast ructure and

Construct ion

Minis t ry of Infrast ructure

and Construct ion

Accepted by Jerzy Szmit Undersecretary of Sta te

Minis ter of Infrast ructure

and Construct ion

Arrangements Marek Kachaniak Head of Avia tion Departament

Minis ter of Infrast ructure

and Construct ion

Prepared by Piotr SamsonPresident of

Civi l Aviat ion Authori ty

Civi l Aviat ion Authori ty

DOCUMENT’S UPDATES

Update no. Date of update

Introduction

Preface

Safety is a highest priority and a foundation of operat ions in civi l

aviat ion. In keeping with standards, we unceasingly cater for reaching an ever

higher safety level and a balanced development of aviat ion industry both on

national and global levels.

The State Safety Programme is a product of our striving to improve

safety-related mechanisms. This document not only reflects the requirements

which must be met within the framework of overseeing civil aviation but also

depicts such goals which must be achieved by aviat ion community.

The publication of the Programme is a next stage on the path of

continuous enhancement of Polish civi l aviation and, as any program of the

kind, i t wil l undergo verification and assessment of i ts effects. Hence, this

document should not be treated as a summary of the Government’s efforts to

this day in the scope of overseeing the civi l aviation in the Republic of Poland,

but as the beginning of a new stage of evolution of safety management,

through best practice and adherance to global requirements.

Andrzej Adamczyk, Minister of Infrastructure and Construct ion

Introduction

Ladies and Gent lemen,

In the contemporary wor ld, civi l avia t ion plays an ever increasingly important role in

the l ives of ci t izens. I t enables not only safe, comfortable t ravel ing and fastes t t ransport of

fre ight, but a lso has a posi t ive effec t on development of business , thus contr ibut ing to the

socio-economic development of countr ies . I t i s a lso an essent ial element of recreat ional

ac tivi t ies . Confronting the chal langes and needs of contemporary aviat ion, the Civi l Avia t ion

Authori ty wants to ac t in the best interest of the publ ic , through moni tor ing the levels of

safe ty, protec ting passengers’ r ights and overseeing avia t ion businesses . The mission of the

President of the Civi l Avia t ion Authori ty is to take al l possible measures for the sake of

securi ty and susta inable development of civi l aviat ion in Poland.

One of the s taple objec t ives of the Civil Avia tion Authori ty is to ensure a high level

of safety in civi l aviat ion, with implementat ion and development of the Sta te Safe ty

Programme (KPBwLC) contr ibut ing.

This assumption re lates to the Transpor t Development Strategy unt i l the year 2020,

adopted by the Counci l of Minis ters , which fact points to aviat ion safety as one of i t s goals

and corresponds to the aforesaid s t rategic goal of the Civi l Avia t ion Authori ty.

The State Safety Programme (Polish acronym KPBwLC) aims at integrat ing safety-

re la ted act ivit ies of the State, l inked to the management of safety in the scope of legisla t ion,

pol ic ies and objec t ives of the Sta te as wel l as promoting safe ty and supervis ion of the safety

management systems a t ent i t ies engaged in avia t ion business . Annex 19 "Securi ty

Management" to the Chicago Convent ion on International Civi l Avia t ion, of 7 December

1944. , se t s tandards for the Sta te Safety Programme and obl iged Member Sta tes to implement

such a program.

Although the most important elements of the Program have al ready been implemented

on the way to fulf i l l ing specif ic regula tions, the CAA wants to cont inue work aimed to ful ly

implement a l l e lements of the Program and cont inue the ir enhancement .

In l ine wi th the dynamic development of c ivi l aviat ion, i ts system of supervis ion must

evolve cont inually. Therefore, as the CAA President, I wi l l unceasingly work on updat ing this

document and will be working out detai led solutions in i ts annexes, having in mind the

changing legal environment and current challenges in the scope of safety management as well

as comments and suggest ions of the aviat ion community.

Piotr Samson, President of the Civi l Aviat ion Authori ty

Contents:

PART I –Regulat ions .......................................................................................................................... . . .

I .1 . Oversee ing civ i l av ia t ion sa fe ty ...................................................................................................

I .1 .1 . ICAO Regula t ions on the Safe ty Management Sys tem ........................................

I .1 .2 . European regula t ions on the Safe ty Management Sys tem ..................................

I .1 .3 . Nat iona l regula t ions on the Safe ty Management Sys tem ..................................

I .2 . Superv is ion of S ta te av ia t ion’s sa fe ty ............................................................................

I .3 . Superv is ion of unmanned a i rcra f t ....................................................................................

PART II –Safety pol icy and goals ....................................................................................................

I I .1 . Safe ty pol icy .......................................................................................................................................

I I .2 . The acceptab le leve l of sa fe ty per formance ...........................................................................

I I .3 . Regula t ions enforcement po l icy ..................................................................................................

I I .4 . Ai r Acc idents Inves t iga t ions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I I .5 . Respos ib i l i t i es and competences of S ta te agenc ies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I I .5 .1 . The Minis ter respons ib le for t ranspor t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I I .5 .2 . The Pres ident of the Civ i l Avia t ion Author i ty. . . . ...............................................

I I .5 .3 . The S ta te Commiss ion for Ai r Acc idents Inves t iga t ion . . . . . . . . . . . . . . . . . . . . . . . . .

I I .5 .4 . The Counci l for the State Safety Programme ...................................................

I I .6 . Respons ib i l i t i es wi th in the State Safety Programme …………………… . . . . . . . .

I I .7 . Updat ing the State Safety Programme . ................................................................................

PART III – Aviat ion safety management ......................................................................................

I I I .1 . Requi rements in the scope of av ia t ion sa fety management ...........................................

I I I .1 .1 . Ai rc ra f t opera tors ............................................................................................................

I I I .1 .2 . Ai rpor t s Opera tors ...........................................................................................................

I I I .1 .3 . Ins t i tu t iona l providers of a i r opera t ions se rv ices ..............................................

I I I .1 .4 . Tra in ing organizat ions ...................................................................................................

I I I .1 .5 . Aero-medical cen t res ......................................................................................................

I I I .1 .6 . Main tenance organiza t ions ; management of cont inuous a i rwor th iness , p roduc t ion- and des ign organisa t ions .......................................................

I I I .1 .7 . Groundhandl ing se rv ice providers ............................................................................

I I I .2 . Assessment of sa fe ty a t av ia t ion en t i t i es .............................................................................

I I I .3 . Prof i l ing av ia t ion en t i t i es for sa fe ty .......................................................................................

PART IV – Assur ing safety ....................................................................................................................

IV.1 . Overseeing sa fe ty .............................................................................................................................

IV.2 . Safe ty re la ted informat ion d issemina t ion ..............................................................................

IV.2 .1 . Ai r accident / inc ident mandatory repor t ing sys tem ...........................................

IV.2 .2 . Volunta ry and conf ident ia l /anonymous sys tems of repor t ing a i r sa fe ty- re la ted informat ion .................................................................................................

Part V - Safety Promot ion .....................................................................................................................

V.1. Forms of t ra in ing , workshops , seminars ......................................................................

V.2 . Safe ty promot iona l mater ia l s ............................................................................................

V.3 . The CAA Pres ident ’s messages ........................................................................................

SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PART I - Regulations 1.1.Overseeing civi l aviation safety

In the past , overseeing civi l aviat ion safety was mainly based on State agencies’ ver ifying a l l avia t ion regulat ions and s tandards and their enforcement a t aviat ion ent i t ies and at general aviat ion operators . Owing to the development of c ivi l aviat ion, and taking modern approach to the management of safety, a concept emerged to supplement safety levels veri f ica t ion with ac t ivi t ies undertaken by the management body of a given ent i ty. On such presumption, the ent i ty’s supplementary internal overseeing rounds off the State’s supervis ion.

The new approach to safety issues has therefore been based on two elements:

1. the safety management system, implemented internal ly and cont inual ly expanded by aviat ion organizat ions;

2. the Sta te Safe ty Programme, under implementa tion and development by the State.

In keeping with the assumptions of the Internat ional Civi l Aviat ion Organizat ion, al l ICAO member Sta tes have been bound to prepare and implement Sta te Safety Programmes (SSP) and by doing so, adapt the ir own models of safety management to global s tandards. The primary role of aviat ion ent i t ies’ Safety Management Systems (SMS) is to draw at tent ion of managers of ent i t ies’ resources (human, t ime, f inancial , and the l ike) to undesired, cont ingent occurrencies a t the ent i t ies in the future (proact ive approach). Ident if icat ion of future hazards is supposed to be a form of management much more effect ive than taking act ions of correct ive nature ( the so ca lled react ive approach), t ime after some adverse occurrence of ir revocable af termath.

Safety management

Adverse occurrance , e .g . incident, acc ident, e tc .

The system assumes tha t in a s i tuat ion of possible endangerment, competent ent i t ies wi l l take some prevent ive measures . Such measures entai l individual assessment of probabil i ty and possible af termath, based on one’s own and others’ experience .

Thus, in the new concept , ICAO, the European Parl iament and the Counci l of the European Union propose a solut ion which consis ts in taking oversight of the ent i t ies’ SMS systems. Ver if icat ion of the condit ion of safety through invest igat ing into the ent i ty’s SMS is supposed to be an effec t ive form of assessment of the ent i ty’s capabi l i ty to assure safe ty of i ts opera tions.

1.1.1. ICAO Regulations on the Safety Management System

Basic principles of an SMS can be found in At tachments 1, 6 , 8 , 11, 13, and 14 to the Convent ion on Civi l Aviat ion, s igned in Chicago on 7 December 1944 (publ ished in Dziennik Ustaw journal of laws, no.35 at 212 and 214, with amendments , hencefor th cal led ‘Chicago Convent ion’) . However, at this point i t should be noted tha t ICAO, due to i t s increasing role in the

management of safety at avia tion enti t ies , under took measures tha t consist in   consol idat ing SMS requirements   in a s ingle document , viz . in Annex 19. Publ icat ion of Annex 19 to the Chicago Convention (of 7 December 1944) took place on the requis i t ion of the President of this government author ity on 16 Apr il 2014 in the internal journal of laws Dz.Urz .ULC, at 28 and 77, as an enclosure to his Not ice no.5.

Independent ly f rom the fac t that Annexes to the Chicago Convent ion, par t icularly

Annex 19 which was special ly dedicated to this mat ter, comprise basic requirements for secur ity management , SMS standards are being developed and expanded to inc lude the best pract ices as ident if ied in advisory ICAO SMM Doc.9859 (Safe ty Management Manual) .

1) SMM version I – CAA President’s Guidel ine No. 6 of 24 May 2011 On Put t ing to Use the Requirements as Laid Down by the Internat ional Civi l Avia tion Organisa t ion (ICAO) -Doc 9859 (publ ished in Dz. Urz . ULC Nr 10, poz . 40);

2) SMM version II – CAA President’s Guidel ine No. 10, of 22 Sep. ,2011, On Put t ing to Use the Requirements as Laid Down by the International Civi l Avia t ion Organisat ion (ICAO) -Doc 9859 (publ ished in Dz. Urz. ULC Nr 15, poz. 94) ;

3) SMM version II I – CAA President’s Guidel ine No. 13, of 10 Dec. ,2015, On Put t ing to Use the Requirements as Laid Down by the International Civi l Avia t ion Organisat ion (ICAO) -Doc 9859 (publ ished in Dz. Urz. ULC, poz . 66);

The aforesaid Annex 19 regulates not only the theme of SMS systems a t avia t ion ent i t ies . The other element , described therein, i s SSP. Both elements are inter laced.

Proactive approach Reactive approach

The State Safety Programme, hereinafter referred to as "KPBwLC", is a col lect ion of regula tions and act ivi t ies aimed at improving secur ity through managing al l -na tion safe ty in c ivil avia tion as i f in a s ingle ent i ty.

P rerequis i te   for ensuring effec t iveness and eff ic iency of secur i ty management on the nat ional level i s implementat ion of an SMS into individual types of organizat ions. These are :

aviat ion t raining organizat ions, aircraf t opera tors , airworthiness managing organizat ions, maintenance organizat ions, design and product ion organiza t ions, providers of ai r t raff ic services , cert if ied aerodrome opera tors , and users of high- tech engine-powered ai rcraf t .

I t must therefore be assumed that the exis tance of an SMS at an aviat ion ent i ty, as a secur i ty management tool on a micro level , is a prerequis i te for the exis tance of a KPBwLC as secur ity management on the macro level .

ICAO points out tha t every SMS should be created based on the following e lements:

1. Pol icy and secur i ty goals ;2. Risk management ;3. Assur ing safe ty; and4. Promoting safety.

While developing the above mentioned i tems in accordance with ICAO’s concept , i t should be borne in mind that :

1 .The aim of the safe ty pol icy is to set methods and processes which the enti t ies shall apply for the purpose of achieving desi red safety outcome. The safety pol icy is to be a s ta tement of princ iples and exposi t ion of rules and direc tions underlying the cul ture of the safe ty organizat ion. These principles are to be communicated to al l personnel of the organiza tion;

2. Management of r isks , in the context of any SMS, comprises two main areas:

a) Processes tha t serve to ident i fy hazards , i .e the ent i ty prepares and conducts a formal process tha t assures ident i f ica t ion of hazards to the ent i ty’s businesses (mainly a ir operat ions) . Such ident i f ica t ion is based on a combinat ion of react ive and proact ive methods, a lso on forecast ing;

b) Processes of r isk assessment and mitiga tion - the formal process of analysing, assessing and control l ing r isks in the course of organizat ion’s/ aviat ion ent i ty’s ac tivi t ies .

3 . Providing safety inc ludes assessment of results obta ined in the course of safety management , and i t a l lows for the ir cont inual bet terment. Out of safe ty assurance three elements s tand out :

a) Moni tor ing, measuring and analysing the resul ts obtained in the course of safety management - the organiza tion prepares and provides means for checking internal level of safe ty as wel l as effect iveness of r isk control . The safety level a t a given organizat ion is veri f ied re la ted to safe ty indicators and the goals of safety levels as preset in the SMS;

b) Management of change – the ent i ty prepares and conducts a formal process aimed at ident i fying future changes in the organizat ion that may have impact on the processes and opera t ions. The purpose of such ident i f ica t ion is to describe accura tely the changes in quest ion and their consequences, in order to adequately prepare r isk control processes;

c) Cont inuous improvement of the safety system - the ent i ty prepares and conducts a formal process aimed a t evaluat ing performance of i t s SMS as wel l as under takes ac tivi t ies for the sake of i t s development and improvement of effec tiveness of prevent ive measures .

4 . Promotion of safety comprises two aspects:

a) the necessi ty that the organiza t ion 's avia t ion safety t ra ining programme asssures an adequate level of t ra ining and competence of the organiza t ion 's s taff to perform their SMS operat ion-re lated duties . The scope of such a t ra ining program should be bespoke with the role and posi t ion of the person within the organiza t ion,b) wi thin sefe ty promotig ac t ivi t ies , the enti ty should contr ive and mainta in formal means of informat ion exchange on issues related to c ivi l aviat ion safety, ones which wil l ensure that :

i . a l l the personnel are ful ly aware of exis tence of such rules and SMS operat ion, also of the existance of safe ty cul ture in their organiza t ion,

i i . informat ion, cr i t ica l f rom the securi ty angle, i s dis tr ibuted throughout the organizat ion,

i i i . effor ts towards bet terment of safety are taken forthwith and effect ively,

iv. effor ts that a re a imed at implementing or al te r ing safety procedures have been explained to a l l the personnel of the organizat ion.

Accountable Manager is accountable to the supervisory author ity of aviat ion for es tabl ishing an SMS at the organiza t ion, and for a l locat ing funds and resources necessary for i t s opera t ion.

Safe ty Manager is responsible to the Manager in charge of implementat ion and operat ion of the SMS, as wel l as performs such funct ions which provide:

- ident i f ica tion of hazards and an analysis of r isk management,

- moni toring implementat ion of measures under taken to mitigate r isks , as l i s ted in the plan of securi ty operat ions,

- periodic reports on safe ty performance,

- that documenta tion of safety management be kept and s tored,

- avai labi l i ty of training events in safe ty management and the ir keeping acceptable s tandards,

- information on safety issues , and

- tha t the f inal e ffec t of internal investiga tion into inc idents / acc idents may be ver if ied.

Procedures for ident i f icat ion of hazards should inc lude such information channels which enable their early identi f icat ion by Safety Manager. Flow of informat ion

provides for account audi ts and inspections of internal ce lls , committee meetings or securi ty commit tee meet ings as wel l as reports of personnel ident i f ied r isks .

I.1.2 European regulations on the Safety Management System

The name ‘Management System’ and i ts meaning have been entered into safety management-re la ted regula tions and those governing avia tion enti t ies by the European Parl iament and the Counci l of the European Union.

The Management System is supposed to comprise, among other systems, a Compliance Monitor ing System (CMS) and an SMS system. The CMS itsel f i s a system based on the principles re lated to the Qual i ty Management System (QMS).

While the requirements for QMS (present ly CMS) are known and have been met in those aviat ion ent i t ies which are bound by this obliga tion, some e lements of the SMS call for implementa t ion and complete integra t ion into the CMS.

The basic rules that re late to the Management System can be found in Regulat ion (EC) No.216/2008 of the European Par l iament and the Counci l ’s Regulat ion (EC) of 20 February 2008  on common rules   in the  f ield  of  civi l aviat ion  and  establ ishing  a  European Avia tion Safe ty Agency ; sa id Regula t ion a lso repealed the Counci l’s Direct ive 91/670/EEC as wel l as Regulat ion (EC) 1592/2002 and Direct ive 2004/36/EEC, (publ ished in OJ under L 79, of 19.03.2008, page 1, as amended), henceforth refer red to as Basic Regula t ion (BR).

The basic object ive, depicted in the Basic Regula t ion, has been to es tabl ish and keep a uniform, high level of civi l aviat ion safety in the European Union. The requirements for implement iat ion of the Management System have been described in the fol lowing annexes to the Regulat ion:

– Annex I s t ipulates basic requirements of a i rworthiness , in the part which is devoted to design- , manufacture- or maintenance organiza t ions;

- Annex I II – s t ipula tes pi lot l icensing essent ia l requirements:

a) in the sect ion devoted to the requirements for organizing pi lot t ra ining;

b) in the sec t ion devoted to aviat ion medicine.

Management System

Compliance Monitoring

system

Safety Management

systemOther inner system(s)

Annex IV, in i ts sect ion devoted to ai rcraft opera tors , s t ipulates basic requirements for a i r operat ions;

Annex Va, in i t s sec tion devoted to ai rports operators , s t ipulates basic requirements for a i rports .

Annex Vb s t ipulates basic requirements for ATM/ANS and ai r t raff ic control lers :

a) in the sect ion devoted to inst i tut ional providers of ai r navigat ion services ,

b) in the sect ion devoted to aviat ion t ra ining organizat ions which provide ai r navigat ion services .

The requirements which s tem from the Basic Regula tion are specif ied in execut ive regulat ions, the so-cal led Implement ing Rules (IR) of the European Commission.

The Implementing Rules that re la te to the SMS include:

- Commission Regulat ion (EU) No.1178/2011 of 3 November 2011 which la id down technical requirements and adminis t rat ive procedures re lated to civi l aviat ion ai rcrews, pursuant to Regulat ion (EC) No.216/2008 of the European Parl iament and Counci l (EU) (OJ ref . L 311, of 25.11.2011, on Page 1, as amended);

- Commission Regulat ion (EU) No.965/2012, of 5 October 2012, which la id down technical requirements and adminis t rat ive procedures re lated to ai rcraft opera t ions pursuant to Regulat ion of the European Par l iament and Counci l Regula t ion (EC) No.216/2008 as amended ( OJ ref . L 296, 25.10.2012, p .1, as amended.) ;

- Commission Regulat ion (EU) No.1035/2011, of 17 October 2011, which la id down common requirements for the provis ion of ai r navigat ion services and amending Regulat ions (EC) No.482/2008 and (EU) No.691/2010,( OJ ref . L 271, of 18.10.2011, p .23, as amended).

- Commission Regulat ion (EU) No.139/2014, of 12 February 2014, which la id down requirements and adminis t rat ive procedures re lated to aerodromes pursuant to Regulat ion (EC) of the European Par l iament and of the Counci l (EC) No.216/2008 (OJ, ref .EU L44, of 14.2.2014, Page 1);

- Commission Regulat ion (EU) No.2015/340, of 20 February 2015, which la id down technical requirements and adminis t ra t ive procedures relat ing to ai r traff ic control lers ' l icences and cer t i f icates pursuant to Regulat ion (EC) No. 216/2008 of the European Par l iament and of the Counci l (EU), amending Commission Implement ing Regulat ion (EU) No.923/2012 and repeal ing Commission Regula tion (EU) No.805/2011 (OJ ref . EU L 63, 06.03.2015, Page 1) – shal l enter into force in the terr i tory of the Republ ic of Poland as of 1 January 2017.

Addi t ionally, changes are being made to binding regulat ions, designed to implement an SMS in the exis t ing regulat ions, i .e . :

- Commission Regulat ion (EU) No.1321/2014, of 26 November 2014, on cont inuous ai rworthiness of ai rcraft and aeronautical products , parts and appl iances , and on the approval of organiza tions and personnel involved in these tasks ( OJ ref . EU L 362, of 17.12.2014, Page 1);

- Commission Regula t ion (EU) No.748/2012, of 3 August 2012, which la id down Implement ing Rules for cer t if icat ion of ai rcraft and related products , parts and appl iances in the scope of a i rworthiness and environmental protec tion as wel l as cert if icat ion of design and product ion organizat ions ( OJ ref . L 224, of 08.21.2012, p .1, as amended.) .

Beside the Basic Regulat ion and the Implement ing Rules as issued by the European Commission and represent ing the so-cal led hard law now binding, the EASA Executive Direc tor puts in pr int , in the form of Executive Direc tor ’s Decis ion (ED Decis ion) the so cal led Acceptable Means of Compliance (AMC) as wel l as provides materia ls that consti tute guidel ines (Guidance Materia l - GM) cal led soft law - the provis ions of non-binding nature ( just support ing). AMC and GM can be used to obtain compliance with the requirements of the Basic Regula tion and i ts Implement ing Rules .

Obtaining compliance with the AMC stands for ful f i l lment of re levant regulatory requirements . However, nothing stands in the way of an ent i ty to prepare and expose i ts own solut ions, not necessari ly those indicated in the AMC or GM (level of safety) and so long as they are not contrary to the Basic Regula t ion and Implementat ion Regulat ions. One’s own solutions go by the name of Al ternative Means of Compliance (AltMoC). Prior to implement ing such custom solutions, the enti ty shal l obtain approval from the national supervis ing organ. Having given approval of the ent i ty’s Al tMoC, the organ shal l not i fy EASA of such acceptance . Any AltMoC is binding only in the Member Sta te where in i t has been approved. EASA publ ishes on websi tes such AltMoC compliances which have been approved in individual countr ies .

Beside the above ment ioned documents , the European Commission and EASA have not crea ted any manual of their own, one which would rela te to the Management System or i t s basic component , viz . the manual of Safe ty Management.

The aviat ion s tandards, depicted in European Union’s regulat ions and the EASA Executive Direc tor ’s proposed AMC and GM pract ices , a re based on ICAO proposed s tandard of SMS.

Thus, familiary with European regulat ions, wi thout famil iar i ty wi th ICAO SMS Manual (Doc 9859 SMM), may be insuff icient to effect ively and ful ly implement into aviat ion ent i t ies the requirements of the management system (SMS).

In the scope of a i r t raff ic management, safe ty management provis ions in European regula tions are model led on the provis ions laid down by the European Organisa tion for the Safety of Air Navigation (Eurocontrol) . These requirements , named ESARR (European Safety Regulatory Requirements) are a basis for implement ing an SMS at ANSP (Air Navigat ion Service Provider) and for carrying out the process of cert if icat ion during 2006-2007.

Table of SMS elements and their sources in European regulat ions:

Components/elements of the SMS BR IR AMC

Safety pol icy and i ts objectives

1.1 Commitment and responsibi l i t ies of managerial s taff

1.2 Responsibi l i t ies in the scope of safe ty

1.3 Appointment of key personnel for the safety system

1.4 Coordinat ion of emergency response planning

1.5 SMS documenta tion

Management of r isks to safety

2.1 Identi f icat ion of hazards

2.2 Risk levels rat ing and lower ing

Assurance of safety

3.1 Levels of safe ty measuring and moni toring

3.2 Management of changes

3.3 Cont inuous improvement of the SMS

Promotion of Safety

4.1 Training and educat ing

4.2 Safe ty related communicat ions

I.1.3. National regulations and the Safety Management System

In the national legal system, matters of the SMS are handled at two levels .

As a s ignatory to the Chicago Convent ion, the Republ ic of Poland has been bound to implement Standards and Recommended Pract ices (SARPs), conta ined in Annexes to the aforesa id Convention;

Concurrent ly, as a member of the European Union, the Republ ic of Poland appl ies EU regula t ions direc tly, in accordance with Art icle 90 of the Consti tut ion of the Republ ic .

As Art icle 3 Section 2 of Air Law provides , (published in Dz.U. journal of laws of 2013, sec t ion 1393, as amended), binding resolut ions of internat ional organiza tions, es tabl ished under ra t i f ied internat ional t rea t ies and including Annexes to the Chicago Convent ion as adopted by ICAO, are announced without undue delay, together with governmenta l s ta tements regarding their va lidi ty. The provis ion st ipulates that said governmenta l s ta tements be publ ished in Dziennik Ustaw Rzeczypospol i te j Polsk ie j ( the journal of laws of the Republ ic of Poland) , indica ting the place of publica t ion of resolut ions tha t are subject mat ter of each not ice.

In keeping with the provis ions of said Art icle , the CAA has publ ished al l Annexes to sa id Convention, in the Authori ty off ice’s gazet te .

In the governmental s tatements of :

- 20 August 2003, On the binding force of Annexes to the Convent ion on Internat ional Civil Aviat ion, s igned in Chicago on 7 December 1944 and published in the journal of laws (Dz. U. No. 146, i tem. 1413), of 22 August 2003, and,

- 7 Apri l 2016, On the binding force of Annex 19 ( ‘Secur ity Management’) to the Convent ion on International Civil Avia tion, s igned in Chicago on 7 December 1944, and publ ished in the journal of laws (Dz. U. No.541) of 19 Apri l 2016,

i t was announced tha t the Republic of Poland was bound by the annexes to the Chicago Convention and tha t said Annexes’ texts should be publ ished in Authori ty off ice’s gazet te .

Of al l the Chicago Convent ion’s annexes, conta ined in the Global Aviat ion Safe ty Plan (GASP), the suggested level of implementa tion of SARPs into nat ional legal systems, is 60%. The wor ld average of implementat ion of SARPs a t Sta te Signator ies of the Chicago Convention is 62.81%. The Republ ic of Poland has achieved 87.46%, which score places our country in the 10 t h posi t ion among the 56 countr ies in the European Regional Aviat ion Safety Group (RASG-EUR).

In the process of implementa tion of KPBwLC i t i s essent ia l to adhere to the ICAO proposed SARPs tha t di rec t ly re la te to the SMSs and SSPs as pointed out to in Annex 19 to the Chicago Convent ion. ICAO expects tha t implementat ion of KPBwLC wil l be a four- level process. National Sta tes , as Part ies to Chicago Convention, are supposed to obtain Level I I by the end of 2015, appertained to conduct ing an analysis of gaps and def ic iencies in their management systems (Gap Analysis) . The Republic of Poland reached this level in May 2015. According to the ranking presented in the document enti t led ‘State Safety Br iefing’, prepared by ICAO in 2015, the Republic of Poland’s rat ing is as fol lows:

Liczba państw w ICAO i ich poziom SSP; Poziom II lub wyższy (w tym Polska); 36;

19%

Poniżej poziomu II; Liczba państw w ICAO i ich poziom SSP; 155;

81%

Liczba państw w ICAO i ich poziom SSP

Poziom II lub wyższy (w tym Polska)

Poniżej poziomu II

L e g e n d f o r t h e n u m b e r o f I C A O M e m b e r S t a t e s a n d t h e i r S S P l e v e l s

A t t h e 1 2 o ’ c l o c k p o s i t i o n : N u m b e r o f s t a t e s i n I C A O a n d t h e i r S S P l e v e l s .

A t t h e 11 o ’ c l o c k p o s i t i o n : N u m b e r o f s t a t e s i n I C A O a n d t h e i r S S P s b e l o w L e v e l I I : 1 5 5 i . e . 8 1 % .

A t 1 o ’ c l o c k : N u m b e r o f s t a t e s i n I C A O a n d t h e i r S S P s a t / o r a b o v e L e v e l I I ( i n c l . P o l a n d ) : 3 6 i . e . 1 9 % .

A t t h e 4 o ’ c l o c k p o s i t i o n : A t L e v e l I I o r h i g h e r ( i n c l u d i n g P o l a n d ) .

A t t h e 5 o ’ c l o c k p o s i t i o n : B e l o w L e v e l I I .

Of the 191 ICAO associated States, only 36 have reached Level II or higher.

Poziom II lub wyższy (w tym Polska); Liczba

państw europejskich i

ich poziom SSP; 13; 25%

Poniżej poziomu II;

Liczba państw europejskich i

ich poziom SSP; 40; 75%

Liczba państw europejskich i ich poziom SSP

Poziom II lub wyższy (w tym Polska)Poniżej poziomu II

L e g e n d f o r t h e n u m b e r o f E u r o p e a n S t a t e s a n d t h e i r S S P l e v e l s

A t t h e 1 2 o ’ c l o c k p o s i t i o n : N u m b e r o f s t a t e s i n I C A O a n d t h e i r S S P l e v e l s .

A t t h e 11 o ’ c l o c k p o s i t i o n : N u m b e r o f E u r o p e a n s t a t e s a n d t h e i r S S P ss b e l o w L e v e l I I : 4 0 i . e . 7 5 % .

A t 1 : N u m b e r o f E u r o p e a n s t a t e s a n d t h e i r S S P s a t / o r a b o v e L e v e l I I ( i n c l u d i n g P o l a n d ) : 1 3 i . e . 2 5 % .

A t t h e 4 o ’ c l o c k p o s i t i o n : A t L e v e l I I o r h i g h e r ( i n c l u d i n g P o l a n d ) .

A t t h e 5 o ’ c l o c k p o s i t i o n : B e l o w L e v e l I I .

Of 53 States in Europe, only 13 have reached Level II or higher.

Poziom II lub wyższy

(w tym Polska); Liczba

państw w EASA i ich

poziom SSP; 13; 41%

Poniżej poziomu II; Liczba państw

w EASA i ich poziom SSP; 19;

59%

Liczba państw w EASA i ich poziom SSP

Poziom II lub wyższy (w tym Polska)Poniżej poziomu II

L e g e n d f o r t h e n u m b e r o f E A S A a s s o c i a t e d S t a t e s a n d t h e i r S S P l e v e l s

A t t h e 1 2 o ’ c l o c k p o s i t i o n : N u m b e r o f s t a t e s i n E A S A a n d t h e i r S S P l e v e l s .

T h e p i e ( t h e b r o w n p a r t ) : N u m b e r o f s t a t e s i n E A S A a n d t h e i r S S P s a t / o r b e l o w L e v e l I I : 1 9 i . e . 5 9 %

( T h e b l u e p a r t ) : N u m b e r o f s t a t e s i n E A S A a n d t h e i r S S P s a t / a b o v e L e v e l I I ( i n c l . P o l a n d ) : 1 3 i . e . 4 1 %

To t h e r i g h t o f t h e p i e ( b l u e b u l l e t ) : A t L e v e l I I o r h i g h e r ( i n c l u d i n g P o l a n d ) .

To t h e r i g h t o f t h e p i e ( b r o w n b u l l e t ) : B e l o w L e v e l I I .

Of 32 EASA associa ted s tates , only 13 reached Level II or higher.

Poziom II lub wyższy (w

tym Polska); Liczba

państw w UE i ich poziom SSP; 9; 32%

Poniżej poziom

u II; Liczba państw w UE i

ich poziom

SSP; 19; 68%

Liczba państw w UE i ich poziom SSP

Poziom II lub wyższy (w tym Polska)

Poniżej poziomu II

L e g e n d f o r t h e n u m b e r o f E U S t a t e s a n d t h e i r S S P l e v e l s

A t the 11 o ’c lock pos i t i on :T he num ber o f U E S ta t e s a nd the i r S SP l e ve l s be low L eve l I I : 19 (68% ) .

A t 1 o ’c loc k :T he num ber o f U E S ta t e s & t he i r S SP l eve l s a t / o r above L eve l I I ( i nc .Po l and ) :9 ( 32%) .

T he p i e ( t he b r ow n pa r t ) : A t L e ve l I I o r a bove ( i nc lud ing P o la nd ) .

A t 4 o ’c loc k :T he num ber o f E A S A S t a t e s & t he i r SS Ps a t / above Le ve l I I ( i nc l .Po la nd ) :13 i . e . 41%.

A t t he 5 o ’c lock pos i t i on : Be low L eve l I I .

Of 28 EU States , only 9 reached Level II or higher.

In order to reach subsequent levels of implementa tion of KPBwLC during next two years i t wi l l be necessary to plan a correc t ive act ion for the areas ident i f ied in the analysis of gaps and shortcomings that need support from the State, a lso to perform and complete al l the planned and appertaining act ivi t ies .

ICAO has presented the above resul ts in the Performance dashboard below, according to which, the Republic of Poland has achieved posi t ive scores in al l 9 ICAO-monitored safe ty-re la ted areas .

In addit ion to the rules that s tem from the Chicago Convent ion, the Republic of Pol ish adheres to European rules . Unl ike the ICAO regulat ions which have the charac ter of recommendat ions, European regula tions tha t s tem f rom the Basic Regulat ion and from the Implement ing Regula tions are mandatory in the Republ ic of Poland st raightforwardly and without any except ions.

Member Sta tes may only extend the deadl ine for the entry into force of certain Implement ing Regulat ions ( temporary derogat ion f rom the appl ica tion of the rules) , assuming tha t such possibi l i ty was provided in sa id Implementing Regulat ions.

Accordingly, the SMS-re la ted regula t ions that s tem from EU Direc t ives , l i s ted in Chapter 1 .1.2 (‘European regulat ions on Safety Management System’) have al ready been in force , wi th CAA President supervis ing the ir execut ion.

In the scope of SSP programmes, European assumptions provide for two e lements:

1. The European Aviat ion Safety Programme (EASP);

2 . The European Aviat ion Safety Plan (EASp -> EPAS).

(L ege nd )T he S ta t e S a f e t y P r og ra mme T he S ta t e S a f e t y P l a n

At the prepara tory s tage of KPBwLC an assumption was made tha t ( i ) the substant ive part of the programme must be based on Annex 19 and ( i i ) i ts form must match European pat terns , as conta ined in EASP and EASP. Thus, two documents wi l l be compiled and named the Sta te Safety Programme (this material ) and the Sta te Safe ty Plan, the lat ter as an appendix to the Programme.

At the moment there are no European rules as to what requirements must be contained in KPBwLC (as an equivalent of SSP) . EASP itsel f has the s tatus of a working document (Commision Staff Working Paper) . Revision of the Basic Regulat ion is supposed to br ing some binding regula t ions. On the basis of the exis t ing methodology of creat ing European legis lat ion in the scope of safety management, one may draw a conclusion tha t such new regulat ions wi l l meet the requirements of ICAO SARPs, as indicated in Annex 19.

I.2. Supervision of State aviation’s safetyIn the a irspace of the Republic of Poland opera te both ai rcraf t of civi l aviat ion

and State avia tion. As a rule , the scope of ac t ivi t ies of KPBwLC does not cover Sta te aviat ion. However, because both civi l avia tion and State-owned ai rcraft operate in the

EASP EASp (EPAS)

common airspace and from/to common airports , keeping and enhancing co-operat ion with State aviat ion is the question of civil avia t ion’s safety.

The concept of State aviat ion covers mil i ta ry avia t ion and tha t of publ ic services .

In the scope of mil i ta ry aviat ion, the Air Law has at t r ibuted to the Minister of Nat ional Defence, to some extent , the duties which are connected with managing mil i tary avia t ion.

The Minis ter ’s of Nat ional Defence supervis ion is , among others dut ies , connected with:- keeping a regis ter of mil i ta ry ai rcraft ;- keeping a regis ter of a i rports and a irs tr ips ( including commonly used) ;- removing obstac les from the whereabouts of mil i ta ry ai rs t r ips;- keeping a regis ter of mil i ta ry ground equipment;- the use of ai rspace;- establishing mil i tary a ir t raff ic services a t ai rports , empowered to opera te

wi thin the area ass igned to a given ai rpor t;- act ivi t ies of the Commission for State-owned Aircraft Accidents

Invest igat ion; - a ir search and rescue teams.

Adequate rules apply to opera tions of publ ic services providers wi th regard to the Minis ter of Internal Affai rs and Administ rat ion.

Due to the need to ensure co-operat ion in the scope of managing safe ty between al l kinds of avia tion, representa tives of both Minis ters wi l l s i t on meet ings of the Counci l of the Sta te Safe ty Program, refer red to in Chapter II .5 .4.KPBwLC.

I.3. Supervision of unmanned aircraft Due to the dynamic development of the industry of unmanned aer ia l vehicles

(UAV RPAS), ICAO introduced in the past few years a number of changes to Chicago Convent ion’s annexes, relat ing to the sphere of genera l regulat ions wi th regard to operat ions, regis t rat ion and accidents .

The Basic Regula tion has excluded the use of European regula tions wi th regard to unmanned aerial vehic les (UAVs) weighing less than 150 kg. In this scope, na tional regula tions of Member States apply. Currently, the European Commission is carrying out legis la t ive work, intended to amend the Basic Regulat ion, e .g , among other changes, in the scope of unmanned aer ia l vehicles , meant to systematize into a s ingle s tandard the regula tions incumbent across the EU as well as bring Member States to terms and mutual ly recognize approvals / cert i f ica tes which they issue , which changes wil l contr ibute to developing the industry.

On the basis of Air Law (art .126), f l ights of unmanned ai rcraf t are al lowed in Poland’s a irspace .

In the scope of requirements related to such drone opera tors , they were specif ied in the June 3 r d , 2013 Minis ter ’s of Transport , Construct ion and Mari t ime Economy Cert i f ica t ion Regula tion (publ ished in Dz.U. , of 2013. pos. 664, amended) - specifying requirements tha t under ly ai r operat ions wi thin s ight (Visual Line of Sight - VLOS) and out of s ight (Beyond Visual Line of Sight - BVLOS). Operators of unmanned a i rcraft must be holders of competence cert i f icia tes (of safe s teering of such drones) , have passed an aviat ion medica l exam and hold insurance pol icy if f l ights are performed for other than recrea tional or sport ive purposes. Af ter addi t ional t raining and on passing exams, an inst ructor ’s l icence (INS) may be obtained.

Thus, a l l commercial f l ights , such as for taking pic tures , shoot ing videos as wel l as t ra ining f l ights require a l icence , i ssued by the CAA President af ter passing the prac tical and theoret ical s ta te exams. In the case of a l icence for BVLOS f l ights , i t i s required to undergo t ra ining at a centre recognized by the President . To this date , more than 2,300 drone operator l icences have been awarded in Poland.

Rules of use of unmanned ai rcraf t not heavier than 25 kg MTOM, opera ting within s ight , were la id down in the Minis ter ’s of Transport , Construct ion and Mari t ime Economy Ordinance of 26 March 2013 ‘On exclusion of some provis ions of the Air Law from appl ica tion to certain ai rcraft ; a lso formulat ion of terms and requirements of use of such ai rcraf t’ (publ ished in Dz. U. of 2013. pos. 440, amended).

Under the Apri l 26, 2013 Ordinance by the Minis ter of Transport , Construct ion and Mari t ime Economy ‘On the rules governining the technology and operat ions of specia l category ai rcraf t which do not fal l under supervis ion of the European Avia tion Safe ty  Agency (EASA)’, publ ished in (Dz. U. , of 2013, pos.524, f lying unmanned ai rcraf t requires to obtain a f l ight c learance in such special ca tegory, given by the CAA President .

The operator must ensure safe conduct of the f l ight so tha t the unmanned ai rcraf t must not pose any danger to persons, property or other ai rspace users , including an event of fa i lure of the drone.

Due to the fact that f l ight operat ions of unmanned ai rcraf t crea te new hazards to civi l avia t ion, the CAA President has under taken a number of ini t iat ives related to the promotion of safety of such opera tions. Current act ivi t ies inc lude:

1. workshops, organized for the aviat ion community;

2. a promotional ac t ion, enti t led ‘Lataj z głową’ (Fly your drone thoughtful ly) , which includes:

- handing out f lyers to shoppers for model ai rcraf t and drones;

- advert isement spots on the media;

- a theme websi te ht tp: / /www.ulc .gov.pl /uav with informat ion and FAQ on this topic ;

3. put t ing UAV created hazards into the Safety Plan, along with submission of their f l ights to moni tor ing.

FLYING UNMANNED AIRCRAFT FOR SPORTS AND RECREATION

PART II - Safety policy and goals

II.1. Safety policy In his endeavours a iming at a high level of safety, and ac ting within his capaci ty to supervise c ivil avia tion, the CAA President :

- act ively cooperates wi th EASA and ICAO with a view to minimizing the r isk of f l ight opera tions, where Pol ish c i t izens, Pol ish aviat ion organizat ions and Pol ish ai rcraf t are involved

- organizes conferences and workshops in the Pol ish Republ ic , where in internat ional s tandards in the management of aviat ion safe ty are presented and discussed;

- affec ts reduction of the level of hazards in the Pol ish industry and in the aviat ion community, in consul ta t ion and cooperat ion with aviat ion ent i t ies ;

- in laying rules , i s guided by effec tiveness so tha t goals can be obtained at lowest possible outlay and f inancial burdens to avia tion enti t ies and c i t izens;

- is evaluat ing the safe ty of civi l aviat ion, based on measurable results in areas re la ted to safe ty, the presence of the human fac tor and cul ture of fai r trea tment ca lled Just Cul ture

- makes records of and exposes r isk reduction benefi ts .

The CAA President implements the processes of moni toring and planning of aviat ion safety as wel l as takes ac t ions aimed at developing any ini t iat ives re la ted to ra is ing of the level of safety.

Concurrent ly, the President makes an obliga tion to implement and apply such s tandards and recommended prac tices as issued by ICAO, wherever i t can be adminis t ra t ive ly and technical ly opportunate.

D O N O T F LY I N D EN S E O R RA RE U RBA N A RE A S

D O N O T F LY O V E R PE O PL E ’ S H E A DS

D O N O T F LY N E A R A IR PO RT S

A LWAYS FLY WI T HI N SI G HT A N D IN TH E O PE N‘L ATAJ Z G Ł O WĄ ’ FLY Y OU R D R ON E T H O U GH T FU L LY

In the absence of such opportuni t ies , the CAA President shal l ensure tha t any deviat ion from the ICAO standards be reported forthwith in accordance with Art ic le 38 of the Chicago Convention.

II.2. The acceptable level of safety performance ICAO standards require that States , s ignatories to the Chicago Convention,

es tabl ish the ir own safety programmes in order to achieve the so-cal led Acceptable Level of Safe ty Performance (ALoSP).

Set t ing an ALoSP involves ear l ie r :

1 . chosen nat ional safe ty indica tors (Safe ty Performance Indica tor-SPI) ;

2. ident if ied safety targets (Safe ty Performance Target - SPT);

3. set up alarm levels (Alert Level - AL) .

If the value of the se lected indicator (SPI) is contained between basel ine values ( target a larm level) , i t can be sa id tha t the acceptable level of safety performance (ALoSP) has been obta ined.

The Republ ic of Poland is current ly in the phase of def ining nat ional safety indicators . They wil l be put in pr int in the Sta te Safe ty Plan (henceforth „The Safe ty Plan”), as the national equivalent of the European EASP ( refer red to in I .1 .3. "Nat ional Regulat ions on Safety Management Systems") .

The Safety Plan will be prepared by CAA President , based on an analysis of ident if ied hazards in the Pol ish c ivil avia tion and on the EASA-defined SPIs in EASp.

II.3. Regulations enforcement policy Air act ivi t ies on the ter r i tory of the Republ ic of Poland are , in a lmost every

aspect , subjec t to overseeing and require appropr ia te l icenses , cer t if icates of competence and mandates ar is ing from them, as wel l as author izat ions, cert i f ica tes , l icenses , permits , awarded by the CAA President .

These s t ipulat ions hold good, provided that a given ent i ty or pr iva te person is physical ly in the terr i tory under Polish aerial supervis ion, according to the rules provided in the Air Law and in European regulat ions.

CAA President makes decis ions mandatory for the aforesaid area under the terms of the Code of Adminis t rat ive Procedure and the Law On Freedoms In Business . The aforesa id regula t ions provide, among other f reedoms, possibil i t ies for authorized ent i t ies to part icipate ac tive ly in this process; an appropriate mode of appeal from the CAA President’s decis ion has been provided. The President makes decis ions, based both on nat ional regulat ions (Air Law and i ts execut ive orders) and on EU regula t ion (Basic and execut ive) .

Devia tions from nat ional and/or European regulat ions as well as exemptions are permiiss ible only when the regula tions al low for such possibi l i t ies di rect ly. Within EASA Execut ive Director ’s AMC, individual ent i t ies may apply the ir own AltMoC, refer red to in Chapter I .1 .2 ‘European Regula tions On Safety Management System’. However, even then, the ir SMS systems must not inf r inge the Basic Regula t ion and/or i ts Implementing Regulat ions.

Infr ingement of the rules and requirements of the Air Law may be subject to cr iminal l iabi l i ty. These issues are regula ted by the Air Law in a separate sect ion devoted to cr iminal regula tions. In the Pol ish legal system, the CAA President has no powers wi th regard to the invest iga t ion based on criminal l iabi l i ty, which does not exclude the possibil i ty of applying adminis t ra t ive sanctions, inclusive of f ines .

CAA President has the s tatutory authori ty to res t r ict , suspend or revoke awarded l icenses , author izat ions, cert if icates , permits , cert i f ica tes of competency and powers , a f ter explanatory proceedings and after gathering re levant evidence, in s i tua tions in which the President has received information evident tha t the ent i ty no longer meets the terms on which appropria te powers were vested.

Under the European rules , EASA and the European Commission hold their powers to impose f ines on opera tors who blatant ly defy the provis ions la id down in the Basic Regulat ion and i ts Implementing Regula t ions. Deta iled rules re la t ing to such conduct are governed by EU Commission through Implementing Regula t ion No.646/2012 of 16 July 2012 that la id down implementing rules for f ines and periodic f inancia l penal t ies , pursuant to European Par l iament and EU Counci l ’s Regula t ion No.216/2008 (publ ished in OJ, L 187, of 17.07.2012,p.29).

II.4. Air Accident Investigations

Invest igat ion into aviat ion accidents in the Republic of Poland is a formal ized process and is performed on the basis of:

1. The Air Law and i ts execut ive regulat ions;

2. Regula tions (EU) No.996/2010 of the European Parl iament and of the Counci l (EU), of 20 October 2010, on the investigat ion and prevention of acc idents and incidents in civi l aviat ion (O.J . L 295, of 12.11.2010, p . 35, amended.) ;

3 . Regula tions of the European Parl iament and of the Counci l (EU) No.376/2014 of 3 Apri l 2014 in the mat ter of repor ting and analysing occurrencies in c ivil aviat ion and fol low-on s teps , a lso on changes in the regulat ion of the European Parl iament and of the Council (EU) No.996/2010 and the repeal of Direct ive 2003/42/EU of the European Parl iament and of the Council as wel l as regulat ions of the Commission Regulat ions (EU) No.1321/2007 and (EU) No.1330/2007, which has been appl ied s ince 15 November 2015.

The body which is in charge of invest igat ing into a ircraft acc idents is the Sta te Commission for Aircraft Accidents Invest igat ion (PKBWL), more broadly discussed in Part I I .5 .3. The process of invest igat ing into accidents is based on the assumptions and requirements of Annex 13 to the Chicago Convent ion and i t a ims a t prevent ing a i rcraft accidents and inc idents . PKBWL do not adjudicate guil t or responsibi l i ty. Disclosure of outcome of ci rcumstances and causes of accidents and incidents , as ga thered during proceedings, i s a l lowable for purposes other than the purpose referred to above only i f serving cr iminal invest igat ions and judic ial or adminis t ra t ive proceedings, and with court ’s consent .

I t i s mandatory to invest igate into acc idents and ser ious inc idents of :

1. civi l ian ai rcraf t in the ter r i tory of the Republic of Poland and Polish ai rspace;

2. civi l ian ai rcraf t of Pol ish or foreign regis t ra t ion, operated by Pol ish nat ionals outside the country, i f so provided in agreements or internat ional regulat ions or i f a competent author i ty of a foreign country ceded on PKBWL their r ight of invest igat ion, or i f such authori ty i t sel f has not inst i tuted any invest igat ion into the accident.

PKBWL has been bound to not i fy CAA President each t ime any invest igat ion is inst i tuted, and then, dur ing 30 days from not i f ica tion of such occurrence involving

aircraf t , to forward a prel iminary report . A f inal report on the invest igat ion is i ssued in the form of a resolut ion by PKBWL.

II.5. Resposibil it ies and competences of State agenciesIn the context of the responsibi l i t ies and competences of s ta te organs in the

scope of civi l avia tion, i t should be pointed to three organs which play a fundamenta l role in shaping and implement ing safety polic ies :

1. The Minis ter responsible for Transport ;

2 . The President of the Civil Avia tion Authori ty;

3. The Sta te Commission for Aircraft Accidents Invest igat ion (PKBWL).

These organs opera te under the provis ions of the Aviat ion Law execut ive regula tions . The inst i tut ional ar rangement is shown in the fol lowing diagram:

II.5.1. The Minister responsible for transport Matters of civi l avia t ion have been vested in the Transport Minis ter, which

posit ions the Minis ter as a main organ of s ta te adminis t ra t ion. The Minis ter exerc ises supervis ion of the Pol ish c ivil avia tion and of operat ions of fore ign civi l avia t ion

Chairperson of the Council of Ministers

Minister in charge of Transport

President of Civil Aviation Office

State Commission for Aircraft Accidents

Investigation

The Council of the State Safety Programme

Airspace Management

Committee

The Council for Civil Aviation Security and

Facilitation

Polish Air Navigation Services Agency

aircraf t in Poland, to the extent specif ied in the Aviat ion Law, in other laws and in internat ional agreements . The Minis ter also has legis lat ive powers , including issuance of the Law’s execut ive regula t ions . The Transport Minis ter also supervises CAA President’s act ivi t ies .

As part of the insti tut ional system of c ivi l avia t ion in Poland, and assigned to Transport Minister, exis ts the above ment ioned Sta te Commission for Air Accidents Invest igat ion (PKBWL) , in charge of conduct ing a i r acc ident and incident invest iga t ions.

Also aff i l iated to Transpor t Minis ter are the Counci l for Civi l Avia t ion Secur ity and Faci l i tat ion and the Airspace Management Commit tee .

Work is underway to es tabl ish a Counci l for the State Safety Programme.

II.5.2. The President of the Civil Aviation AuthorityThe CAA President is the central body of the s ta te adminis t ra t ion, competent in

mat ters of c ivil avia tion. The CAA President’s powers have been set out in de tai l in ar t . 21 of Air Law. These are al l mat ters re lated to civi l aviat ion, not reserved in said Act or in other laws and internat ional agreements to Transpor t Minis ter or to other bodies of publ ic adminis trat ion.

The CAA President acts as an organ of aviat ion adminis trat ion and supervision, wi th tasks and powers as specif ied in Air Law; acts also as avia t ion author i ty in the meaning of internat ional agreements and regula tions.

I t should be emphasized that , as the central authori ty, the CAA President has no legis lat ive powers in the scope of c ivi l avia t ion. Such powers have been vested only in the Par l iament , the Counci l of Minis ters and the Transpor t Minis ter. The CAA President has the r ight to ini t iate and al ter legal ac ts in the scope of civil avia t ion. The CAA President also takes an ac t ive par t in prepar ing such acts .

In keeping with the s tanding regula t ions, manning manager ia l posi t ions in governmenta l inst i tutions is through open and compet i t ive recrui tments . Nominees to CAA president ial posi t ion are cal led in by the Chairperson of the Counci l of Ministers on the motion of Transport Minis ter who has the power to ca ll in CAA Vice-presidents on the motion of the CAA President.

The CAA President’s responsibil i t ies encompass, among other tasks , such tasks as checking that rules of civi l aviat ion are obeyed by aviat ion businesses , overseeing that assignments are fulf i l led by a ir navigat ion service providers , also cer t i f icat ion of ent i t ies tha t a re involved in avia t ion and checking ai rworthiness and qual i f ica t ions of f l ight personnel . Also, the President performs such tasks as rela te to supervis ion of ai r operat ions and keeping regis ters of : ai rcraf t , a i rports , ground equipment , a i r personnel , and ai rst r ips . In addi t ion, the President publ ishes guidel ines and inst ruct ions on technica l mat ters rela ted to the appl icat ion of rules for c ivi l avia tion.

The CAA President ac ts through V-presidents for: Air Standards and Air Transport , Director General as wel l as di rec tors of CAA organisa tional uni ts . Deta ils of breakdown of c ompetences between CAA Management have been determined in the CAA President’s decis ion individually ass igning tasks to himself , to V-presidents and to Direc tor Genera l .

President (L)Fl ight Safety Team

Protect ion of Classi f ied Informat ion and Personal

Date Protect ion Department (ZOI)

President’s Off ice (LBP)

Vice President for Aviat ion Standards (LO)

Vice President for Air Transport (LT)

Director Genera l (DG)

Air Opera tions Department (LOL)

Civi l Aviat ion Securi ty Department (LOB)

Proxy in charge of Qual i ty Management System (PSZJ)

Fl ight Personnel Department (LPL)

Passenger Rights Protect ion Commission (KOPP)

Internal Audit Uni t (SAW)

Civi l Aviat ion Safety Management Office (LBB)

Air Navigat ion Department (LOŻ)

Occupat ional Heal th and Safe ty and Fire Fight ing Uni t

(BHPP)Legal and Legis lat ive

Department (LEP)Aerodromes Depar tment

(LTL)

In addi t ion, the President ini t ia tes projects a imed at implementa tion of sta te programmes rela ted to the network of ai rpor ts and ground equipment , and part icipates in legis la ture draft ing.

Fur ther, the President ini t iates and amendments bi l ls of internat ional avia t ion agreements , takes part in their prepara tions and negot ia t ions whi le working with ICAO, EASA, with other ent i t ies and international organizat ions of civi l avia tion and with other countr ies’ aviat ion authori t ies and supervisory organs.

CAA has a Flight Safe ty Team (ZBL), made up of the CAA President , V-presidents , Departmental Direc tors , the Director of the President’s Off ice (LBP) , and the Director of the Civi l Aviat ion Safety Management Office (LBB). The Fl ight Safety Team (ZBL) is advisory to the CAA President as equivalent of the Safe ty Board, as required by ICAO standards. In their cyclic sessions, ZBL members discuss safe ty issues . With the ass is tance of ZBL, the CAA President takes di rect ional and s t ra tegic decis ions for individual areas of supervis ion of civi l avia tion and makes annual updates of the Safe ty Plan.

Apar t from establ ishing ZBL, the CAA President cal ls in task teams for issues re la ted to ident ifying hazards in c ivi l avia t ion, made up of special is ts of individual Departments of the CAA. The task teams are the national equivalent of SAG (Safety Act ion Group), depicted in ICAO Safe ty Management Manual .

II .5.3. The State Commission for Air Accidents Investigation (PKBWL)

According to the provis ions contained in ar t ic le 26 of the Convent ion as wel l as in internat ional s tandards and recommended conducts as publ ished by ICAO under ar t ic le 37 of said Convent ion, the Republic of Poland shal l invest iga te into a i r occurrences in i ts terr i tory,

for prophylac t ics . For this sake, the Air Law gave r ise to the State Commission for Air Accidents Invest iga t ion (PKBWL). The Commission is an organ for analysing ai r occurrences in the meaning of regulat ions of the European Union. PKBWL is a body in charge of invest iga t ing into accidents and serious a ir incidents , and opera tes in l ine wi th the provis ions of Annex 13 to the Chicago Convent ion, also with Regulat ion (EU) No.996/2010 of the  European Parl iament and of the  Counci l ,  of  20 October 2010,  on the invest igat ion and prevent ion of    accidents and incidents in civi l aviat ion (publ ished in EU OJ, page 35, amended). PKBWL is made up of Chairman, two Deput ies , Secretary, and specia l is ts of various areas of aviat ion, as members. PKBWL is independent in their act i tvi t ies . However, PKBWL is subordinated to the Highest Control Chamber (NIK). PKBWL has a l l indispensable equipment with which to carry out investiga tions of acc idents and serious incidents . In the framework of specia lized tasks , PKBWL co-operates wi th inst i tutes and research organizat ions. For more about legal grounds and the process of invest igat ing into a ir occurences, see Part II .4 ‘Air accidents invest iga t ions’ .

II.5.4. The Council for the State Safety Programme Counci l i s an opinion making and advisory body to the Minis ter of Transport .

The Counci l of SSP is made up of representa t ives of:

1) Minister of Transport ;2) CAA President ;3) State Commission for Air Accidents Invest iga tion (PKBWL);

4) Minister of Just ice;5) Minister of National Defence , and6) Minister of Internal Affai rs and Adminis t ra t ion.

On an invi tat ion of the Counci l ’s Chairman, the ir sessions may be a t tended by representa t ives of:

- Pol ish Air Navigat ion  Services  Agency , - Union of Regional Airpor ts ,

- Team for Localizing Hazards to Civi l Aviat ion,

- organiza tions represent ing aviat ion communit ies ,

- other aviat ion experts whose knowledge and exper ience can raise safety in civi l aviat ion.

Part icipat ion of a representat ive of the Transpor t Minis ter in the Counci l i s connected with overseeing Pol ish and foreign c ivil aviat ion in Poland in the name of KPBwLC, with overseeing CAA President’s act ivit ies as wel l as the Minis ter ’s powers to take legis lat ive ac t ions on a s ta te level .

CAA President’s presence in the Council for the SSP is is connected with CAA’s responsibi l i ty for es tabl ishing PKBWL and i ts operat ing on the level of s tate supervis ion of c ivi l aviat ion.

At tendance of a representat ive of PKBWL Commission in sessions of the Counci l for the SSP is supposed to assure presence of an exper t in the scope of examining ai r occurrences and of a representat ive of a body capable to issue prophylac tic recommendat ions based on examinat ion of ai r acc idents.

Presence of Just ice Minis ter ’s representat ive is indispensable due to aspects of Just Cul ture in the process of repor ting and investiga ting into ai r occurrences tha t fa l l under penal responsibil i ty of aerial enti t ies and their personnel.

Presence of representa tives of the National Defence Minis ter and the Internal Affai rs and Adminis trat ion Minister i s l inked with the use of ai r space and performance of opera tions a t a irports used both by civi l and mil i tary aviat ion.

The tasks , which the Counci l for SSP shall perform are, in part icular:

- giving opinions on changes of the State Safety Programme;

- ini t iat ing and endorsing proceedings as wel l as ac t ing as a broker in the exchange of opinions and exper iences in the scope of civi l aviat ion safe ty;

- working out s tances in issues of safe ty management in civil aviat ion, pointed out by the Transport Minis ter, and

- endorsing the CAA President-presented Safety Plan ( including SPI , SPT and ALoSP figures) , which const i tutes an a t tachment to the Sta te Safety Programme (KPBwLC).

The organiza t ional s t ruc ture and mode of operat ion of the Council wi l l be determined in the sta tute as laid down by the Transport Minis ter in the form of regula tion.

II.6. Responsibil i ties within the State Safety Programme

Responsibi l i ty for the Sta te Safety Programme (KPBwLC) fa l ls on both the Transport Minis ter, as a civi l aviat ion competent high ranking funct ionary of s tate adminis t ra t ion, and on CAA’s President who performs as an organ of avia tion adminis t ra t ion and supervis ion in the meaning of Air Law, also performing as aviat ion authori ty in the meaning of agreements and internat ional regulat ions.

Due to the tasks which the Air Law puts on CAA President , and with the competences and capabi l i t ies of using the know-how of safety management acquired by CAA workers , prepara tion, implementat ion and updat ing of for the Sta te Safe ty Programme (KPBwLC) has been vested in the CAA President .

Within the s tructure of the Civi l Aviat ion Office , exis ts the Safe ty Management in Civi l Avia tion Off ice (LBB) with the task to co-ordinate internal mat ters that re late to the Sta te Safe ty Programme (KPBwLC).

II.7. Updating the State Safety Programme (KPBwLC)KPBwLC is a document which descr ibes the rules the Republic of Poland is led

by in the scope of safe ty management . Due to the dynamics of changes to requirements , s tandards and to regula tions in safety management , i t is necessary to update KPBwLC systemat ical ly, together wi th i ts a t tachment (Safety Plan) .

Changes may s tem not only from the country’s new regulat ions tha t follow CAA adaptat ion of i t s supervision to the concept of proact ive management of safe ty, but also from ICAO standards that have to do with amending Annex 19 and the provis ions of EU’s new Direc tives. Responsibil i ty for upgrading the KPBwLC has been vested in the CAA President who shal l present to the Transport Minister and the Counci l for the State Safe ty Programme (KPBwLC) a projec t of changes to KPBwLC.

PART III - Aviation Safety Management

III.1. Requirements in the scope of aviation safety management

The Safe ty Management System (SMS) is a pier of the Sta te Safety Programme (KPBwLC), therefore effect iveness of KPBwLC can not be assured without effec tive implementa t ion, running SMS systems a t aviat ion ent i t ies and the ir continual enhancement.

Overseeing SMS systems at avia t ion enti t ies is a key task of the CAA President in implementing civi l aviat ion safe ty management on a nat ional sca le.

The onus to implement and keep SMS systems is on:

- a ircraft operators ,

- operators of cer t if ied ai rpor ts ,

- inst i tut ions which provide a i r navigat ion services ,

- avia tion t ra ining organiza tions,

- FSTD opera tors , and

- aero-medical centres .

The onus to implement and keep SMS systems will eventual ly be extended to:

- businesses providing services ,

- organiza tions in charge of providing ai rwor thiness ,

- design organiza tions, and

- product ion organiza t ions.

At present , providers of ground services are not obl iged to implement and keep SMS systems, however, for the sake of co-operat ion with ai rcraf t operators and a i rport operators , the necessi ty of implement ing and keeping SMS may emerge internal ly as a s t ipulat ion ar is ing from commercia l contrac ts; more on the subject i s in Part III .1 .7.Groundhandl ing services providers .

III.1.1. Aircraft operatorsBasic regula t ions that relate to the Management System in the scope of ai rcraf t

operat ions can be found in At tachment IV to the Basic Regula t ion that s t ipula tes basic requirements concerning a ircraft operat ions.

The executory regula tion which lays down st ipulat ions concerning performance of ai rcraf t operat ions is that of EU Commission, no. 965/2012 of Oct .5 , 2012, amended by these regulat ions:

1 . UE, no.800/2013 of 14 August 2013 published in (O.J . L 227 of 24.08.2013, page 1);2. UE, no.71/2014 of 27 January 2014 (O.J . L 23 of  28.01.2014, p .27);3. UE, no.83/2014 of 29 January 2014 (O.J . L 28 of  31.01.2014, p .17);4. UE no.379/2014 of 24 Apri l 2014 (O.J . L 124 of 24.04.2014, p .1);5. UE, no.2015/140 of 29 January 2015 (O.J . L 24 of 30.01.2015, p .5) ;6. UE, no. 2015/640 of 23 Apri l 2015 concerning extra specif icat ion of ai rworthiness for a given type of opera tion, amending UE, no.965/2012. (O.J . L 106/18, of 24 Apri l 2015) .

The executory document which determines the duty to implement the Management System is ORO.GEN.200, found in Part ORO, Sub-par t GEN, Sect ion II of Annex I II to UE Regula tion no.965/2012.

Irrespect ive of the general rule of making the Management System bespoke to the organizat ion host ing i t . European regulat ions break ent i t ies down for their requirements re la ted to the System, into two groups:

- non-complex organizat ions, and

- complex organizat ions.

The above recalled cri te r ia of dividing, as pointed out in AMC1 ORO.GEN.200(b), supplemented by CAA President’s Guidel ine no.2, of 21 March 2014 in the mat ter of laying down cri ter ia for small and big organiza tions (publ ished in CAA’s gazette , a t 24) .

Said Guidel ines comprise a l i st of si tuat ions wherein organs of a ir supervis ion determine the s ize of a given organiza tion as wel l as procedure to apply to such organizat ion. They a lso point to cr i ter ia according to which organizat ions can be l is ted as smal l , and to specif ic cr i ter ia concerning how many workers to engage in the organizat ion’s act ivi t ies , as a factor influencing the l is t ing.

Apar t from said st ipulat ions, the Guidel ines provide for a possibi l i ty to determine the s ize of an organiza tion by Accountable Manager only. Such possibi l i ty is subect to complexity of opera tions which the organiza tion performs within the range of i t s ac tivi t ies .

III.1.2. Aerodrome OperatorsThe s t ipula t ions that relate to implementat ion of the Management System by

aerodrome opera tors are described in Annex V to the Basic Regula t ion tha t laid down basic requirements concerning ai rpor ts .

Managing a irports fa l ls under EU Regulat ion no.139/2014, of 12 February 2014, laying down technical requirements and adminis t rat ive procedures for ai rpor ts , in keeping with the EU Par liament and EU Counci l ’s Regula t ion no.216/2008. The Basic Regula tion which makes necessary to implement a Management System is the ADR.OR.D.005, placed in Sub-par t’D’, Annex I II of the aforesa id Regula tion.

Airports , holders of a cert i f ica te issued based on domest ic regula tions as es tabl ished by Air Law and on Paragraph 3 of Minis ter ’s of Infrast ructure and Development Ordinance of 11 September 2014 in the mat ter of condi t ions underlying the use of ai rports , (publ ished in Dz.U. journal of laws, a t 1420), must ful f i l l the condi t ions as set in At tachment 19, Addi t ion 2, of the Structure of Safe ty Management System. One’s SMS must f i t the s ize and complexi ty of the organizat ion and the services the organiza tion provides .

Those aerodrome operators who meet the condi t ions s t ipulated in the Basic Regulat ion and who will undergo the process of conversion of cert i f ica tes should fulf i l l the requirements as specif ied at ADR.OR.D.005, wi th due considerat ion to re levant AMC.

All other aerodrome operators have been bound by Air Law, ar t icle 68.2.11 to co-ordinate the work of their local ai rpor ts’ safety teams.

Concerning publ ic a irports with l imited cert i f ica t ion and ai rpor ts of exclusive use, i .e . a irports not subjected to the provis ions of the Management System, as specif ied in the Basic and in the executory regulat ion, the ir SMS systems are described only in Parts 3 and 4 of Minis ter ’s of Infrast ructure and Development regula tion deal ing with condit ions of use of ai rpor ts , in force s ince 1 June 2015. Relevant procedures have been given in inst ruct ions of opera tion of sa id ai rports .

III.1.3. Institutional providers of air operations servicesRegulat ions, which re la te to SMS systems in control l ing the ai r traff ic have

been la id down:

1. in the framework regulat ions on the Single European Sky, i .e . :

a) in Regula tion (EU) no.549/2004, by EU Parl iament and Counci l , of 10 March 2004, del ineating a framework for the Single European Sky (publ ished in O.J . L96, of 31.03.2004, p .1, amended) ,

b) in Regulat ion (EU) no.550/2004, by EU Parl iament and Counci l , of 10 March 2004, on organiza t ion and use of a i rspace in the Single European Sky (publ ished in O.J . L96, of 31.03.2004, p .10, amended) ,

c) in Regula tion (EU) no.551/2004, by EU Parl iament and Counci l , of 10 March 2004, on organizat ion and use of ai rspace in the Single European Sky (publ ished in O.J . L96, of 31.03.2004, p .20, amended) ,

d) in Regulat ion (EU) no.552/2009, by EU Parl iament and Counci l , of 10 March 2004, on interopera t ion in the Single European Sky (publ ished in O.J . L96, of 31.03.2004, p .26, amended),

- as superseded by Regula tion no.1070/2009, by EU Par liament and Counci l (EU), of 21 October 2009, making void the earl ier EU no.549/2004, EU no.550/2004, EU no.551/2004 and EU no.552/2004, with the a im of improving eff iciency of ac tivi t ies and ensur ing more balanced development of the European aviat ion system (O.J . L 300, of  14.11.2009, page 34);

2 . in Regula t ion no.1108/2009, by EU Parl iament and Counci l (EU), of 21 October 2009, which has superseded Regula t ion (EU) no.216/2008 concerning ai rpor ts , a i r t raff ic control and a i r navigat ion services , also cancel l ing Direc t ive 2006/23/EU (publ ished in O.J . L309, of 24.11.2009, p .51) ;

3. in EU Commission’s Regulat ion no.1035/2011, of 17 October 2011, laying down common requirements for providing services of ai r navigat ion and amending the EU regulat ion no.482/2008, a lso the UE no.691/2010 (publ ished in O.J . L271, of 18.10.2011, p .23, amended).

UE Commission’s Regula tion no.1035/2011 comprises common requirements for the provis ion of Air Navigat ion Services (ANS), part icular ly the obligat ion, according to which, inst i tutions tha t provide ai r navigation services are in charge of managing the safety of a l l the ir services teams. In this connect ion, such insti tut ions es tabl ish formal contact wi th al l commit ted enti t ies which may inf luence the safety of their teams direct ly. In addi t ion, in l ine wi th Annex II of the above-named Regulat ion, inst i tutions which provide ai r control services have SMSes as par t and parce l of the ir systems of management of their teams. The SMSes are expected to assure systemat ic management of safety in a formal ized, explic i t ly defined and proact ive manner. They must be based on a declared safe ty pol icy which defines the organizat ion’s basic approach to safety management .

Eurocontrol has prepared a number of GM documents , compris ing, among other things, a discussion of requirements of the Commission’s (UE) no.1035/2011, together wi th ready-made checkl is ts .

III.1.4. Training organizations

The requirements related to implementat ion of a Management System in t raining organizat ions have been described in Annex III to the Basic Regula t ion tha t s t ipulates fundamenta l requirements concerning pilot l icencing.

Regulat ion no.1178/2011, by the Commission (UE), of 3 November 2011, is basic, implementary in the scope of organiz ing pi lot training; i t la id down technical specif icat ions and adminis trat ion procedures tha t relate to crews in c ivi l avia tion, according to EU Par liament and the Counci l ’s regulat ion no.216/2008, amended by:

1 .UE Commission’s Regula tion no.290/2012, of 30 March 2012 (published in O.J . L100 of 05.04.2012, page 1, amended);

2.UE Commission’s Regula tion no.70/2014, of 27 January 2014 (published in O.J . L23 of 28.01.2014, page 33, amended);

3. UE Commission’s Regula tion no. 245/2014 of 12 March 2014 ( publ ished in O.J . L74 of 14.03.2014, page 33); and

4.UE Commission’s Regula tion no. 2015/445, of 17 March 2015 (published in O.J . L74 of 18.03.2015, page 1) .

Art icle 10a of the above-named implementary regulat ion and ORA.GEN.200 rule , as placed in Sect ion I I , Sub-part GEN, Annex II to sa id regulat ion, are the basic rules that s t ipula te the necessi ty to implement a Management System.

Alike in the case of ai rcraft operators (see Par t II I .1 .1.’Aircraft Opera tors’) , independent ly from the general rule of t r imming Management Systems to the s ize and complexi ty of a given organizat ion in which the system was implemented, European rules make a breakdown of aviat ion t ra ining organizat ions from the point of requirements re la ted to the Management System, into such groups:

1) non–complex organizat ions;2) complex organizat ions.

Cr i ter ia of the above-stated breakdown, depicted in AMC1 ORA.GEN.200(b) and supplemented by CAA President’s said Guideline no.2, of 21 March 2014.

The kind of organiza t ions of pilotage training tha t are addi t ional ly s ingled out for requirements tha t relate to r isks to safety management and moni tor ing for compliance , are organizat ions which arrange t ra ining only in LAPL, PPL, SBL or BPL.

III.1.5. Aero-medical centres

The requirements tha t re la te to Management Systems at centres of avia t ion medicine are descr ibed in Annex II I to the Basic Regulat ion which depicts fundamenta l requirements rela ted to pilot l icencing.

UE Commission’s Regula tion no .1178/2011 of 3 November 2011 that la id down technical specif icat ions and adminis trat ion procedures tha t relate to crews in c ivi l aviat ion according to EU Par liament and the Counci l ’s regulat ion no.216/2008, as amended by the regulat ions pointed out in regulat ions of Part I II .1 .4. , const i tutes an implementa t ion regulat ion tha t controls mat ters of aviat ion medic ine centres .

Art icle 10c of said implementat ion regulat ion and Regulat ion ORA.AeMC.200, as placed in Sect ion II , Sub-part AeMC, Annex VII to said Regulat ion, const i tute core rules .

Irrespect ive of the general rule of tr imming Management Systems to the s ize and complexity of a given organizat ion wherein the system was implemented, European rules put avia t ion t ra ining organiza t ions into the non–complex group.

III.1.6. Maintenance organizations; management of continuous airworthiness, production- and design organisations

In the case of approved providers of services , organiza tions tha t provide count inuous ai rwor thiness, a lso product ion- and design organizat ions, there are no, as yet , binding or precise requirements on the European level , unl ike in the case of pi lot t raining organisa t ions and ai rcraf t opera tors .

However, i t should be pointed out that the European Avia t ion  Safe ty  Agency has taken legis lat ive s teps a imed at put t ing SMS components into the Commission’s (UE) regula tions no.1321/2014 and no.748/2012. In this scope, i t i s wor th point ing to , among other documents , to EASA’s NPA-2013-01 (B) "Embodiment of Safety Management System (SMS) requirements into Commission Regulat ion (EC) No 2042/2003” (present ly 1321/2014) and to NPA 2015–03 “ Embodiment of Level of Involvement (LOI) and Safety Management System (SMS) requirements into Part–21 ”. An analysis of new projects on the extent of organiza tion of management of coint inuous ai rworthiness , a t providers of services and at manufactur ing and designing organizat ions, points out to a high s imilari ty of the solut ion in UE Commission’s Regulat ion no.965/2012. According to a projec ted provis ion, organizat ions that a re engaged in servic ing, production, designing and management of continuous ai rworthiness wi ll have to es tabl ish the ir own systems of management and del ineate

dut ies and responsibi l i t ies wi thin their organizat ions’ s t ructures , inc lusive of Accountable Manager ’s di rect responsibi l i ty.

I t i s worth pointing to that under the ORO.GEN.200a(3) rule, each a ircraft operator (ment ioned in Part I II .1 .1.’Aircraft Operators’) must implement some SMS, one which will incorpora te issues of cont inuous a irworthiness even i f the CAMO organizat ion, co-operat ing with the a ircraft opera tor, has not implemented i ts own SMS. Thus, the ai rcraf t operator ’s SMS procedures should suff ice integri ty in ai rworthiness-re la ted safety management .

In addit ion, wi thin one’s own SMS, ai rcraf t opera tors should provide , through s t ipulat ions in services agreements wi th AMO, proper observance of rules of f low of informat ion and proper coordinat ion of safety-related act ivit ies .

III.1.7. Groundhandling service providersAs of today, groundhandling service providers are not bound to implement and

keep any SMS. However, this does not mean that this kind of enti t ies is ent i rely exempt from safe ty management.

The necessi ty to work with a i rport authori t ies and obey the INOP instruct ions is in the essence of groundhandl ing.

According to the ADR.OR.D.025 provis ion in the UE Commission’s Regulat ion no.139/2014, of 12 February 2014, every cert i fed aerodromes operators is bound to ensure that i ts management system provides for coordinat ion and compat ibi l i ty wi th safe ty procedures of other on-going organizat ions or otherwise providing services a t a given a i rport . According to the le t te r (b) of the aforesaid provis ion, every aerodrome operator is addi t ional ly bound to ensure that such a i rport -based organizat ions (e .g . groundhandlers) have safety procedures compat ible wi th specif ic s t ipulat ions of the Basic Regula tion and i ts implementa tion regulat ions, a lso with s t ipula t ions as formulated in the a i rport operat ions inst ruct ions. Thus, under the sa id provis ion, any aerodrome operator may put elements of i t s SMS into i ts ai rpor t operat ions inst ruct ions, and the on-going organiza tions and providers of services are bound to observe them.

A s imilar s i tuat ion takes place in the case of ai rcraft operators who made commercial contracts wi th groundhandl ing service providers . Within a s igned contract , any a ircraft operator may demand that groundhandler ’s safe ty management- related procedures were in l ine wi th his safety pol icy and SMS procedures . Thus, groundhanding service providers must be prepared for a s i tuat ion wherein implementa t ion of an SMS, not obl iga tory from the point of SMS provis ions, wi l l be indispensable for execut ion of their act ivi t ies di rected towards the ai rcraft opera tors wi th whom they have contrac ts , or towards the ai rpor t which provided for such requirements in i t s instruct ions of operat ions.

III.2. Assessment of safety at aviation entitiesThe use of s tandard forms of t raining, procedures and tools by avia tion

supervisory organs may help assess indyvidual organizat ions considerably. I t relates to assessing the organizat ions which carry out ai r ac t ivi t ies in more than one area named in the Basic Regula tion. Thus, CAA President’s supervis ion of SMS systems at ent i t ies wi ll become integra ted ra ther than performed in processes separated from each other. Assessment of an SMS at an ent i ty contains evaluat ion of the method with which the ent i ty ar ranges and moni tors i ts safety and reviews i ts SPI indica tors .

In order to help organiza tions to implement SMS and prepare methods of ident if icat ion of hazards , the CAA President holds workshops and seminars wherein SMS subjec ts are discussed. These are, among other subjec ts , s tandardizat ion workshops for CAA inspectors and conferences for representat ives of aviat ion

community. On CAA website one can f ind appl icable promotional and teaching materia ls .

Assessment of an SMS is two-stage:1. Fi rs t , enti re documenta tion of the organizat ion’s operat ions are checked for compliance with SMS requirements as defined in EU implementat ion regula t ions and s tandards tha t a re required in Part 1 .1. , ICAO- SMM Doc.9854 manual . The fol lowing documenta tion fa l ls under CAA President’s acceptance:

a) System Safe ty Management Manual ,b) Compliance Monitoring Manual,c) management procedures in the Ops Manual , including management of a change:

2 . In case the documenta tion has been accepted, dur ing a next check the CAA President ver if ies :

a) tha t internal procedures are real ly ful f i l led at the given organizat ion according to the accepted documentat ion;

b) that the Safety Management System at the given organizat ion is e ffect ive.

Checking SMS’es effec t iveness consis ts in checking whether the ident if icat ion of hazards , the analysis of r isks and the appertaining act ions do t ranslate onto the organizat ion’s safe ty level . To check effect iveness of an SMS, the CAA President uses the tools designed by Safe ty Management International Colaborat ion Group (SM ICG). This tool is based on a number of indicators , meant to he lp the aviat ion supervis ion authori ty to assess effect iveness of SMS systems in use with organiza tions of di fferent types. I t ca l ls for interact ion with the organizat ion, inc lusive of ta lks wi th enti re personnel of the organiza tion in the framework of assessment act ivi ty. The tool provides for a possibi l i ty to use var ious methodologies , from tradi t ional supervis ion based on checking for compliance, to supervis ion which consis ts in checking operat ions, e rgo, the SMS’es effect iveness, le t a lone compliance .

The purpose of the tool is to point to an expected SMS standard which functions in the organizat ion in the context of compliance with the SMS’es regulat ions and i ts funct ioning for the sake of effec tive management of r isks .

The tool was designed for harmonization of approach to SMSes on a global sca le , es tabl ishing an equivalent s tandard in their supervision. SM ICG members have under taken and will undertake efforts a imed at ensuring tha t avia tion industry obtain the same level of effect iveness .

Concerning the SPI indicators , as set by the organizat ion i tse l f , the concept of SMS implementat ion was accepted. The concept was published in ICAO Safe ty Management Manual , consis t ing in the enti ty’s sel f -set t ing of SPIs only af ter the SMS has been implemented and became s table. Thus, organiza tions wi l l be bound to ful f i l l requirements concerning the se tt ing of SPI ,SPT, AL, e tc . , as la te as 12-24 months from implementa tion of an SMS i tse l f . Such approach al lows for implementa t ion and development of SMSes in organizat ions, in keeping with general rules and not from the angle of numerical values of se lected indicators .

The ALoSP, appl ied to the SMS level which is required at ent i t ies , has been set in the Safe ty Plan.

III.3. Profi l ing aviation entities for safety

The CAA President performs profi l ing of aviat ion ent i t ies from the point of view of safe ty in the areas of:

1. f l ight personnel , and

2. ai rcraf t opera tions.

Profi l ing consis ts in covering a given enti ty by day- to-day supervision, based on:1. Supervis ion Performance Programme, in the case depic ted under 1;2. Cont inuous Supervis ion of Operat ions, in tne case depicted under 2;

as per the rules of Performance Based Oversight .

Audi ts, car r ied out wi thin dai ly supervis ion, a re performed a t each ent i ty and cover the l is ted areas , based on the enti ty-specif ic rules and procedures and taking into considera tion the enti ty’s size and level of complexi ty, speed of response to emerging hazards , complexi ty of f leet , kind of operat ions and scope of act ivi t ies (r isk profi le) .

Both the Supervis ion Performance Programme and the Cont inuous Supervis ion of Opert ions determine audi t f requency dur ing a given cycle of supervis ion.

An analysis a t each cer t if icate holder is carr ied out each year, and addi t ional ly in the fol lowing cases:

1) a f ter implementat ion of the change under approval;2) a f ter an ai r occurence;3) af ter obta ining any informat ion re lated to the safe ty of opera t ions performed by a given organizat ion, and4) a f ter uncover ing any ir regulari t ies on Level 1 .

Here are sources of informat ion for the analysis :-reports from audits , periodical and ad hoc inspections,-regis ter of i rregular i t ies , including, among other things, informat ion about outdated i rregulari t ies ,-enti ty’s papers ,- information about a i r occurences,-regis ter of changes at organizat ions,-reports from internal audi ts ,-outcome in the scope of safe ty and law abiding, and-other pieces of informat ion about organiza tions, obtained by CAA.

According to EU requirements , the f irs t cycle of supervis ion planning, s taged af ter issuance of cert if icate, may not exceed 24 months. The maximum interval between audi ts has been determined by EU regulat ions as 4 years .

In the scope of profi l ing ai rpor t authori t ies and service providers (AWC and AHAC), pert inent procedures and cri te r ia are being prepared.

PART IV – Assuring safety

IV.1. Overseeing safety

CAA Inspectors supervise organiza tions based on procedures prepared for same. The procedures are publ ished in CAA President’s guidel ines and Manuals of Cert i f ict ion and Supervis ion. Detai ls can be found in ‘Regulat ions enforcement and implementa t ion pol icy’ (see Part I I .3) where i t is s t ressed that supervis ion serves ent i t ies’ achieving compliance with rules and requirements . Fai lure to obey these rules and requirements may br ing about s ta tutory sanct ions, inclusive of penal .

According to the model of supervis ion, adopted in EU regulat ions, such i rregulari t ies are ca tegorized according to their impact on safety, beginning with i rregulari t ies which do not influence any safety level , ergo, ca l l ing for a schedule of remedia l act ions on the par t of the ent i ty, and ending with ir regulari t ies concerning a

baseline level whereon CAA’s ac t ion(s) may involve suspension of awarded powers and/or withholding of any operat ion(s) .

In the case of an organizat ion which encounters problems of keeping a proper level of safe ty, i t i s possible to entai l i t wi th addi t ional supervisory act ions and mult iply the number of inspect ions (e .g . se t t ing a schedule of monthly inspections) . Such ac tions have al ready been appl ied by the CAA President.

Said model of s tepping up sanct ions along with a progressive divis ion of ac tivi t ies in the scope of supervis ion is supposed to maintain proper s tandards by aviat ion ent i t ies .

IV.2. Safety related information dissemination

Primary ci rculat ion of safety rela ted informat ion in the terr i tory of the Republ ic of Poland fal ls back on mandatory report ing of ai r occurrences. Ir respect ive of this requirement , there exis t extra procedures of repor ting not only a ir occurrences but f i rs t of al l such occurrences which influence safety in civi l aviat ion. The procedures fal l back on repor t ing voluntar i ly and confident ial ly. I t was provided tha t such report ing can be anonymous.

Pieces of informat ion from these systems undergo an analysis for identi f icat ion of hazards , ant icipat ion of possible scenarios of occurence and assessment of r isks .

IV.2.1. Air occurrence/accident/ incident mandatory reporting system

The Aviat ion Law, in Art icle 135a points to ent i t ies which, in the framework of the nat ional mandatory report ing system, have been bound to report to PKBWL occurrences of breaks in opera t ions, defec ts, a i rcraft /ai rcraft component’s fai lure , or any other occurrence which had or might have had some impact on f l ight safety. Such occurrences should be reported to PKBWL during 72 hours from exis tance . Based on ORO.GEN.160, ai rcraft operators report these occurrences addi t ional ly to organs of aviat ion supervis ion and are bound to report any unserviceabi l i t ies and technica l fa i lures to design organizat ions.

Based on the system of mandatory report ing of occurrences, CAA President’s ac tions consis t in , among other things, col lect ing and processing informat ion about ai r occurrences in the European Coordinat ion Centre for Accident and Incident Repor ting Systems (ECCAIRS), in par t icular:

- collec t ing and analysing repor ts on avia t ion occurrences, occurrence invest iga t ions, and informat ion obtained from other sources , for the purpose of encrypt ing a i r occurrences;

- s tandardiz ing informat ion (occurrences) with the use of taxonomy of ICAO ADREP (Accident/ Inc ident Data Report ing) , HEIDI (Harmonisat ion of European Incident Definit ions Init iat ive for ATM ), CAST (Commercial Aviat ion Safe ty Team) and that of ATA (Air Transport Associat ion of America);

- prepar ing shor t analyses on the basis of the data a t hand, and

- integra t ing and disseminating information among nat ional and EU organs and aviat ion insti tut ions.

Entering pieces of informat ion into the system consis ts in , f i rs t of a l l ,

s tandardiz ing the pieces , i .e . encrypt ing information about occurrences in unambiguous to a l l wording tha t enables exchange of informat ion between users and gives a possibi l i ty to car ry out analyses on coherent data on various levels , subject to the needs of inst i tut ions in possession of the data.

Entering data into ECCAIRS l ies in the hands of specia l ized teams in the Office of Civi l Aviat ion Safety Management and is done based onrepor ting forms received from Polish and foreign (where appl icable) enti t ies which have been bound to do so under the EU Par l iament ans Counci l ’s Regulat ion no.996/2010 in the mat ter of invest iga t ing into accidents and incidents in civi l aviat ion and under the EU Parl iament and Counci l ’s Regulat ion no.376/2014 of 3 Apri l 2014 in the matter of report ing and analyzing occurrences in civi l aviat ion and undertaking appl icable fol low-on act ions ( in use s ince 15 November 2015), also under the Aviat ion Law.

In keeping with the ICAO ADREP, HEIDI, CAST, ATA taxonony, 2265 aviat ion occurrences have been entered into ECCAIRS out of 2794 that were received on report ing forms in 2014 ( the difference is due to the various sources report ing the same occurence).

Personal part iculars are not entered into the base. The base is used independent ly, within their competences, by the CAA President and by PKBWL. The base may also be used by competent organs of EU Member States and the EU Commission, as ent i t ies commit ted to exchanging f l ight safety information.

Within ‘Just Cul ture’ , in the scope of the system of s tatutory repor ting, a ban on discr iminat ion of workers who made reports was put into Avia t ion Law. Addi t ionally, the provis ion of Art icle 135a sec.5, Air Law has i t tha t subject to penal regula tions, no proceedings for unintent ional inf r ingement of law(s) are inst i tuted, save the cases of gross negl igence tha t came to l ight owing to a report made uner the mandatory repor ting system. The above-ment ioned mechanisms may secure repor ters , ergo, enable further report ing which, otherwise, would go uncovered. Whether a given case fal ls under gross negl igence is lef t to law enforcement to decide, wi th EU and domest ic laws not going into defining. An analysis of reports should lead to es tabl ishing a l l indispensable prevent ive ac tions. Thus, i t is necessary to class i fy each report to some level in the base, one which wil l provide the process of nat ion-wide r isks management wi th basic informat ion.

Analyses of such data are car r ied out by teams of specia l is ts in providing Sta te safety, whose task is to:

- prepare and moni tor SPI for al l major hazards to safety,- idet ify t rends,- prepare detai led analyses of part icular matters of safety, and- promote results .

The data, obtained from analyses, inf luence act ivi t ies on the part of supervisory authori t ies and, owing to their accessabi l i ty to the avia t ion community, are support ive of SMSes at avia tion enti t ies .

According to CAT.GEN.MPA.200 let ter e ) , UE Commission’s Regulat ion no.965/2012 of 5 October 2012, ai rcraft operators are bound to report forthwith to the CAA President and to competent organs of the Sta te :

1. any accident and incident involving hazardeous mater ia ls ;2 . uncovering any unreported or misreported load or mail of hazardeous

materia ls , and3. f inding hazardeous materials wi th passengers and crews, or in the ir baggage,

also discrepancies wi th regulat ions in Par t 8 of Technical Inst ruct ions for Safe Transportat ion of Hazardeous Goods by Air (ICAO Dok. 9284–AN/905).

When a repor t l ike this reaches the CAA President , he shal l take s teps to prevent any repet i t ion of accidents and inc idents involving hazardous mater ia ls t ranspor ted by ai r, in par t icular through an invest iga tion into the ci rcumstances surrounding such an event, to the extent he deems appropr ia te to the weight of the case .

According to the European Parl iament and EU Counci l ’s Regulat ion no.376/2014 of 3 Apr il 2014 On repor ting and analysing inc idents in c ivil avia tion and taking fol low-up ac tions, each Poland-based organiza t ion is obl iged to prepare a procedure for analysing events , designed to ident i fy hazards to safe ty as they crop up f rom specif ic events or c lusters of events. Based on such an analysis , organizat ions determine a ll forseeable correct ive or prevent ive ac tions meant to improve a i r safety, and then establ ish a procedure for moni toring the implementa t ion of such ac t ions and evaluat ion of the ir e ffect iveness. The organizat ions, wi thout prejudice to other provis ions, a re obliged to report to the CAA President occurrences and any analyses .

IV.2.2. Voluntary and confidential/anonymous systems of reporting air safety-related information

According to ar t icle 135c paragraph 1 of Avia tion Law, a system of voluntary and confidentia l report ing of informat ion related to f l ight safety in civi l avia tion is kept , one which enables repor t ing, col lec ting and analyzing informat ion about i rregulari t ies affec t ing c ivi l avia tion, which do not require mandatory report ing but which are perceived by reporters as exis t ing or potent ial ly hazardeous to f l ight safe ty.

This unravell ing of domest ic law is consis tent with provis ions of the European Parl iament and the Council ’s (EU) Regulat ion no.376/2014 of 3 Apr il 2014. On report ing and analysing incidents in civi l aviat ion and taking adequate follow-on ac tivi t ies . According to ar t ic le 5 of sa id Regula tion, member Sta tes shal l es tabl ish a system of voluntary incident report ing to fac il i tate collect ion of informat ion on occurrences unreported to the system of compulsory report ing of incidents and other safe ty-re la ted information that could pose some hazard to avia tion safety.

Art icle 6 of said Regula tion lays on Member Sta tes the duty to designate an ent i ty which, independent ly, wil l engage in col lect ing, evaluat ing, processing, analysing and s toring informat ion; requests are to be deal t wi th in a manner that prevents any use of informat ion for purposes other than safe ty; the other duty is to protec t conf ident ia l i ty of appl icant’s ident i ty as wel l as the persons ment ioned in a given repor t . Such assurance of anonymity of sources, repeated in Ar ticle 16 of sa id Regulat ion, i s great ly important for promotion of a system of voluntary repor ting of occurrences.

According to CAA President’s Decis ion No.2 of 21 January 2014, ent i t led On the establishment of a team for a system of voluntary and confident ial report ing of information affect ing f l ight safety in civil avia t ion, a team was appointed, hereinaf ter referred to as " team" which, among other act ivi t ies , shal l run a publ ic ly avai lable websi te www.latajmybezpiecznie .org with which the team receive reports , publ ish their s tudies and analyses as well as disseminate safety culture in a broad sense . The team is made up of independent experts wi th both theoret ical and prac t ical knowledge of di fferent aspects of avia tion and who ensure conf identia l i ty to repor ting persons. Report ing informat ion tha t affec t f l ight safety in civi l avia tion in acceptable on ful ly anonymous terms. Annymous reports rece ive a comple te analysis as wel l .

The basic premise which lay a t the es tabl ishment of the team is to obtain f rom aviat ion communities such pieces of information which help to identi fy areas of potent ia l hazard to a i r opera tions. Report ing such informat ion in the f ramework of voluntary and confident ial system enables the team to analyze specif ic problems which affect or may affec t aviat ion safe ty.

PART V - Safety Promotion Any act ion tha t leads to rais ing awareness of safety in civi l aviat ion is cal led

Just Cul ture and aims at increasing the number of occurrence reported both in the s ta tutory and voluntary report ing systems. I t is assumed that people are committed to and wil l make mistakes, ye t , i t i s important to confess to them, because in this way they contr ibute to enhancing procedures aimed a t improving ai r safe ty.

Just cul ture is provided by regula tions and suppor ted by pract ical act ivi t ies aimed a t rais ing awareness of safety.

Annex 19 to the Chicago Convent ion s tates di rec t ly that protect ion of safety-re la ted informat ion from any misuse is essent ia l to ensuring i ts continued avai labi l i ty; any use of such informat ion for other purposes may l imit i ts availabil i ty in the future . I t should be s t ressed tha t such sensi t ive pieces of informat ion are gathered only for the purpose of improving aviat ion safe ty. Any use of this informat ion in disc ipl inary / c ivi l / adminis t rat ive / or cr iminal proceedings is , in principle, except ionally permissible only in cases leading to proving del ibera te damage or gross negligence. The above provis ions of Annex 19 are ref lected in deta il in ar t ic le 134 of Avia tion Law, which s t resses that PKBWL, whi le invest igat ing into c ircumstances and causes of a ir acc idents and incidents , does not rule on the gui l t and responsibi l i ty for same. Any f indings re la ted to ci rcumstances and causes of accidents and inc idents, uncovered during investigat ions, may be rendered for purposes other than prevent ion of accidents and inc idents only for the purpose of cr iminal invest igat ions, judic ia l or adminis t ra t ive proceedings, wi th court ’s consent. Such cases fa l l under jurisdict ion of the Dist r ict Court in Warsaw, and whi le ruling on release of the f indings, PKBWL weighs whether such disc losure is more important than the negat ive effects that may resul t f rom such disclosure and the af termath of which may be domest ic , a lso internat ional , as wel l as detr imenta l to the current or future investiga tion(s) into a ir occurrences. According to ar t . 134 para . 1 of Aviat ion Law, members of PKBWL also receive protect ion and may not be ca lled in as wi tnesses .

The following act ions are not without s ignif icance in promoting the idea of fa ir trea tment :

- conferences, workshops and seminars , held by the CAA President, on issues of safe ty management ;

- Team-issued newsle tters for users , refer red to in sec t ion IV.2.2;- t raining of CAA personnel ;- CAA President’s messages;- safe ty analyses, car r ied out by the CAA President, and- exchange of informat ion, af fec t ing safety on the EU level .

V.1. Forms of training, workshops, seminars

The CAA President holds cyclica l conferences and workshops on issues of safe ty in c ivil aviat ion. The purpose of these meet ings is to discuss safe ty issues , current ly raised by avia tion community. The conferences are a t tended by representa t ives of avia tion organiza tions (among others , aviat ion t raining

organizat ions, ai rpor t author i t ies , a i rcraft operators) , pi lots and other ai rspace users . A part of the meet ings is he ld in the workshop formula so as to put more emphasis on pract ical aspects of the issues discussed. In order to reach out to specif ic groups of interest , the meet ings are broken down into commercial and general aviat ion.

However, f i rs t of al l , the conferences are focused on promoting Just Culture and rais ing awareness of al l aspects connected with same, on both pract ical , formal and legal regulat ions in this scope. The presence a t the conferences of aviat ion representa t ives as well as PKBWL is conduct ive to ful l exchange of knowledge and good pract ices . The conferences are also a good oppor tuni ty to discuss current init iat ives of CAA in the scope of safety management as well as to present new proposals re lated to the European Union.

According to the CAA current training polic ies , internal t ra ining for employees are held, a imed a t updat ing the ir knowledge in the scope of "Just Culture" .

Internal regula tions and procedures of the CAA ensure tha t i t s employees:- are aware of exis tance of KPBwLC , - have access to safety informat ion,- have informat ion about the reason why ac tivi t ies are under taken in the scope of securi ty , and- have informat ion about the reason why procedures are implemented/a ltered in the scope of securi ty .

On the ini t ia t ive of this CAA and in cooperat ion with the Minist ry of Justice, a series of workshops dedica ted to Just Cul ture was held for representat ives of the prosecutors’ of f ices .

V.2. Safety promotional materialsThe CAA President act ively suppor ts issuance of al l types of mater ia ls that

promote civi l aviat ion safe ty.

The Team for voluntary and conf ident ia l report ing information affec t ing f l ight safe ty in c ivil avia tion publ ishes , based on an analysis of repor ts rece ived, a safe ty bul le t in (Biuletyn Bezpieczenstwa), dis t r ibuted broadly.

Also, the CAA works with the European General Aviat ion Safety Team (EGAST) in the scope of genera l avia tion, releasing publ icat ions destined for enhancement of the level of i t s safety.

V.3. The CAA President’s messagesCAA President’s communiques and guidel ines are intended to improve the level of safe ty, based on conclusions drawn from the outcome of safety analyses , on occurrences in the ai r, and on co-operat ion with PKBWL. The comuniques are placed on the CAA webbsi te .

SummaryThe State Safety Programme (KPBwLC) is a ref lec tion of how the Republ ic of

Poland manages the safety of c ivi l aviat ion. According to internat ional ly accepted pract ice, t ranslat ing this material into Engl ish and publ ishing i t on the EASA websi te wi l l a l low interested part ies world over to famil iar ize wi th the s tandards, obl iga tory in the terr i tory of the Republ ic of Poland for the sake of aviat ion safe ty. I t should be noted tha t KPBwLC, whi le being a ref lec t ion of s tandards and requirements relat ing to overseeing safety wi l l evolve s teadi ly along with changing regulat ions and s tandards in this scope. Notwithstanding the foregoing, annual updates of the Safe ty Plan which const i tutes an at tachment to this Programme, wil l a l low al l part ies interested to be

abreast wi th the level of safe ty aspects moni tored by national supervisory organ. They wil l a lso be abreast wi th goals designated and results achieved.