EASA Industry Briefing day 17 Nov 2005 Cologne

1. EASA Industry Briefing day17 Nov 2005 Cologne Nick Mower: General Manager Technical Services Martin Ambrose: Manager Maintenance European Regions Airline Association

2. Contents • ERA key facts • Focus • Funding & Fees and Charges • Regulatory Gap • Conclusion

3. ERA key facts The recognised representative body for regional air transport throughout Europe Membership composition • 69 airlines: almost 1200 aircraft in fleet • 13 aircraft & equipment manufacturers • 60 different types or variants • 39 airports • 104 suppliers

4. Focus ERA publicly continues to support the concept of EASA as Europe’s Safety Agency…….. However – The Devil is in the detail!

5. Focus • EASA must cover all aspects of aviation safety: aircraft, operators, crews, ATC, airports, training • Objective of a European equivalent to US FAA must not be lost • All aviation safety aspects are increasingly integrated and inter-related • need for an efficient and consistent safety regulation by a single organisation

6. Focus EASA’s legal competencies: • short term • Flight Operations (2007/8) • Flight Crew Licensing (2007/8) • Third Country operator aircraft (JAA LO) • Longer term • European Air Traffic Management system (2010-12) • Airport safety (2010-12)

7. Focus • EASA has an operational role unlike other EU Agencies • must be recognised by EU institutions • A clear business model must be defined and imposed on both EASA and NAAs • NAA’s are EASA’s “Master and Servant”

8. Focus Standardisation must be enhanced • to ensuring uniform implementation of safety rules in Europe • vital element for the credibility of European aviation safety system vis-à-vis Industry, foreign authorities and International Civil Aviation Organisation (ICAO)

9. Funding & Fees and Charges Agency are predicting a year end deficit in excess of €1m (down from €13m) due to: • Income less than expected (>30% predicted) • Costs higher than expected • Cash flow problems • Incorrect budget assumptions

10. Funding & Fees and Charges Why? • amount and cost of work outsourced by the Agency • incorrect assumptions on expected income from the Fees and Charges • Agency assumed all invoices would be paid in 30 days.

11. Funding & Fees and Charges Outsourcing • This should have been better budgeted for! • Furthermore the Agency appears to be using the most expensive NAA to do a high percentage of the work

12. Funding & Fees and Charges Additional subsidy by the Commission • Industry stated that the Commission should make good the deficit as the overall costs were within budget Business Plan • Industry pointed out that the Agency should have a long term strategy and a realistic and attainable business plan supported by a strategic budget Approval delivery Contract • Contract performance • ‘Credit’ Bank Account for applications to be processed

13. Funding & Fees and Charges NAA’s reduction in resources • This must be assured & the aggregate cost of Regulation must be seen to decrease Increase in “public” funding • EC so far give a negative response to additional subsidy Cash reserve • The Agency must be provided with a cash reserve to smooth the peaks and troughs in income and expenditure

14. Funding & Fees and Charges • ERA continues to make it clear that any shortfall should not and must not come from Industry! • EASA should not be compromised by lack of (public) Funds

15. Regulatory Gap Future of JAA • Working Group (FUJA) • No Industry participation! • 3 main tasks • transfer remaining activities to EASA and disband JAA • deal with non-EU states • decide funding of JAA

16. Regulatory Gap Future of JAA – roadmap milestones • Big Bang date 1 Jan 2007! • JAA HQ Hoofddorp closes 31 Dec 2006 • JAA Liaison Office established in Köln • coordinate non-EU states • JAA Training Office remains in Hoofddorp • implementing JARS and IRs

17. Regulatory Gap Future of JAA – conflicts • Will EASA experience levels and resources be enough for Ops and FCL by 1 Jan 2007? • Implementing Rules for EU Part OPS and EU Part FCL not expected before Sep 2007 • EASA need to administer JAR OPS 1 until then • rely on JAA? only 10 personnel • follow JAR 11 procedures? • industry input possible?

18. Regulatory Gap Future of JAA – conflicts • EU PART OPS unlikely before Sep 2007 – any delay could impact further on Part OPS • some states not keen on EASA administering JAR OPS due to lack of competence and reluctant to relinquish their own oversight responsibilities • therefore, Sep 2007 is very optimistic date for EASA rule concerning Operations and FCL

19. Regulatory Gap Future of JAA – existing work programmes • All existing JAA expert groups…. all cease work by mid 2006 • unless NPA can be issued for consultation and subsequently processed and published by then, they will be handed over to EASA • priority items only • Earliest introduction of EU-OPS 1 vital • possible “void” of up to 18-months!

20. Conclusion ERA will continue to assist the Agency in developing its competence in order to enhance the global competitiveness of Europe’s aviation industry • Member of the Industry EASA Advisory Board (EAB) • Member of the EASA Safety Standards Consultative Committee (SSCC) • Chairmanship of SSCC Maintenance Sub -Working Group • Supporting earliest establishment of EASA Safety Strategic Initiative: ESSI • EASA Budget & Future Work programme Review Groups

21. Conclusion • ERA, the EASA Advisory Board (and industry in general) want a successful EASA • But we have concerns: • Must have real stakeholder involvement • Scope • Relationships between NAA’s and EASA • Standardisation • Funding • Regulatory gap