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Working Methods for EASA Inspections

Working Methods for EASA Inspections

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Working Methods for EASA Inspections

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  1. TABLE OF CONTENTS Working Methods for EASA Inspections Transferring the management of the SAFA programme from JAA to EASA Community Wide List of Unsafe Airlines From JAR-OPS to EU-OPS Extension of EASA Powers

  2. TABLE OF CONTENTS (cont.) EU External Aviation Policy

  3. Working Methods for EASA Inspections (1) Standardisation inspections Article 45 of Regulation N° 1592/2002: “the application of and its implementing rules – Regulations N° 1702/2003 & 2042/2003” Initial and continued airworthiness of aeronautical products, parts and appliances and personnel and organisations involved in their design, manufacture and maintenance.

  4. Working Methods for EASA Inspections (2) Who does what? EASA assists the European Commission to exercise its enforcement powers i.e. to ensure that Community law is correctly applied by: Carrying out standardisation inspections of national aviation authorities and, for the purpose of assessing their performance, inspections of certificate holders under the regulatory oversight of the inspected national aviation authority.

  5. Working Methods for EASA Inspections (3) Qualification requirements EASA establishes the qualification requirements for all inspectors; EASA is responsible for training its own staff – future inspectors (team leaders and members); EASA trains staff seconded by national aviation authorities – future inspectors (team members).

  6. Working Methods for EASA Inspections (4) Types of inspections Standardisation inspections on initial and continued airworthiness according to an annual programme; Follow-up inspections in the relevant area to verify implementation of remedial action plans; Ad hoc inspections at the request of the Commission.

  7. Working Methods for EASA Inspections (5) Inspections’ procedure A preparatory phase lasting a minimum of 10 weeks prior to the inspection; A visiting phase; A reporting phase lasting a maximum of 12 weeks following the inspection; A follow-up phase lasting a maximum of 16 weeks following the reporting phase; A closure phase to take place at the end of the follow-up phase.

  8. Transferring the management of the SAFA programme from JAA to EASA (1) Managing the SAFA Database (1) Adoption of Commission Regulation (EC) No 768/2006 of 19 May 2006 implementing Directive 2004/36/EC as regards the collection & exchange of information on the safety of aircraft using Community airports and the management of the information system (OJ L 134, 20.5.2006, p. 16–18)

  9. Transferring the management of the SAFA programme from JAA to EASA (2) Managing the SAFA Database (2) The SAFA Database is managed as from 1st January 2007 by the European Aviation Safety Agency what was previously done by the JAA is now in the hands of EASA. Centralised collection, processing, updating, evaluation, dissemination and reporting of the information contained in the Database.

  10. Transferring the management of the SAFA programme from JAA to EASA (3) Managing the SAFA Database (3) One objective: Improve level of safety by improving quality of relevant information and reliability of the reporting system. The rule is applicable until EASA is empowered to perform SAFA inspections on foreign aircraft and inspections on EU aircraft.

  11. Community Wide List of Unsafe Airlines (1) Regulation 2111/2005 EC (1) All operating bans are now decided: At the Community level. On the basis of commoncriteria. They are applicable throughout the entire Community.

  12. Community Wide List of Unsafe Airlines (2) • Regulation 2111/2005 EC (2) • Firstlist established in March 2006. • Up-dated in June and October 2006 and March 2007. • 102 air carriers currently on list. • In March 2007, for the first time two air carriers were withdrawn from the list as they had proved to the Commission that they have rectified serious safety deficiencies. • Other (non-EU) countries are applying the Community list.


  14. From JAR-OPS to EU-OPS (2) Introduction: From JAR-OPS to EU-OPS (2) The introduction of JAR-OPS 1 including FCL and FTL into Community law. All EU Member States have to implement the technical requirements by 16 July 2008. Common rules for the operation all aircraft registered in the Community owned or leased used in commercial air transport. Common rules for pilots and cabin crew.

  15. Extension of EASA Powers (1) Extending EASA powers Commissionproposal made on 15 November 2005. Council of the European Union reached political agreement after a general debate on the proposal on 11 December 2006. The European Parliament adopted its opinion in First Reading on 13 March 2007. Process to be completed by December 2007.

  16. Extension of EASA Powers (2) EASA from the present to the future Optimal and uniform level of safety respecting fair competition among operators in commercial and non commercial operations will only be achieved by extending the common rules beyond their present remit (annexes 1, 8 and 16) to cover in a first stepaircraftoperations and pilot licences (annex 6) and empowering EASA to “deliver safety authorisation to foreign operators requesting to operateto / from / in the EU” (similar to Part 129 of FAA). This will be in force in the course of 2008. In 2009 year the Commission will also propose to extend the EASA competences to airports (annex 14) and ANS/ATM.

  17. Extension of EASA Powers (3) EU-OPS and future EASA powers EU-OPS will form the basis for the adoption by the Commission of implementing rules in the EASA system similar to those we have today on airworthiness and maintenance.

  18. EU External Aviation Policy (1) • Background • The Single EU Aviation Market has an external dimension. • Confirmed by the “Open Skies” judgements of the European Court of Justice in 2002. • Initial mandates to the Commission in 2003. • Comprehensive US mandate and conclusion of an EU-US aviation agreement in April 2007. • “Horizontal” Mandate. • Road-map for external aviation relations adopted by the EU Transport Council in June 2005. • Technical Cooperation and Assistance (EU-China Aviation Cooperation project e.g.).

  19. EU External Aviation Policy (2) External Dimension: “The Three Pillars” Bringing existing bilateral agreements into line with Community law. The creation of a “Common Aviation Area” with neighbouring countries. Conclusion of ambitious global agreements with key partners (US, China, Russia, India, Canada…).

  20. EU External Aviation Policy (3) • Pillar I: Progress on the Legal Issue • 76 non-EU states have accepted Community designation. • More than 500 Bilateral ASAs (Air Services Agreements) have been brought into conformity with Community law. • 27 Community Agreements. • Negotiations/talks on-going with many countries.

  21. EU External Aviation Policy (4) • Pillar II: Common Aviation Area by 2010 • Southern and Eastern European neighbouring countries. • Pre-accession context: Western Balkans (ECAA). • ECAA Agreement signed in June 2006. • Morocco (Euro-Mediterranean agreement). • EU-Morocco Agreement signed in December 2006. • Next: Ukraine, Jordan, Lebanon and Israel… • Towards a single market of some 50 states by 2010. ECAA: European Common Aviation area

  22. EU External Aviation Policy (5) • The EU today: • 27 Member States • 490 Million people • One Single Market 58 States, circa 1 billion inhabitants

  23. EU External Aviation Policy (6) • Pillar III: Comprehensive Agreements • With key partners and like-minded countries. • Aim: to “normalise” aviation. • By: • gradual market opening. • removing investment barriers. • regulatory convergence. • i.e. beyond “Open skies”.

  24. AVIATION SAFETY Recent Developments in the EU Aviation Safety Policy Jacinto Lopez NavalonAir Transport – Aviation SafetyTel. +32 2 2968739, Fax +322 2967082