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Mapping the bilateral environment for aviation safety “ A JAA perspective “

Mapping the bilateral environment for aviation safety “ A JAA perspective “. By Frank MANUHUTU Head of Chief Executive’s office. Content. Existing situation Pan European cooperation Global cooperation Progress, advantages, risks Way forward. Relationship with EASA Framework.

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Mapping the bilateral environment for aviation safety “ A JAA perspective “

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  1. Mapping the bilateral environmentfor aviation safety“A JAA perspective“ By Frank MANUHUTU Head of Chief Executive’s office 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  2. Content • Existing situation • Pan European cooperation • Global cooperation • Progress, advantages, risks • Way forward 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  3. Relationship with EASAFramework • EU Membership • Bilateral Agreement with the Community • Norway and Iceland based on EEA-EC Agreement • Switzerland (EC-CH Agreement) • Signing EU Accession Treaty • Bulgaria and Romania • EASA Member (art. 55 EASA Regulation) • Currently none • JAA membership; • The “not-yet” EASA countries in the JAA 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  4. Relationship with EASA [Azerbaijan] [Georgia] [Bosnia & Herzegovina] JAA Member EU Accession State Agreement with EU EU Member 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  5. EU EASA ECAC EUROCONTROL JAA Aviation Safety in Europepan-European approach 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  6. Progress JAA-EASA (1) In the field of certification and airworthiness • JAA has adapted its certification and maintenance procedures, • to allow involvement of EASA and non-EASA JAA countries in each others processes and facilitate mutual acceptance of each others technical findings (see e.g. Swiss FOCA); • one fundamental element for such acceptance is the JAA standardisation process; 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  7. Progress JAA-EASA (2) In the field of standardisation: • EASA coordinates on behalf of JAA certain standardisation activities as specified in the working arrangement. • JAA remains responsible for the overall standardisation process, including the issuing of the statement of mutual recognition. 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  8. Progress JAA-EASA (3) In the field of rulemaking • efforts are being undertaken to avoid duplication of rulemaking activities, and • at the same time, to ensure sufficient involvement of those non EASA JAA countries in the EASA rulemaking process; • This should facilitate acceptance by non EASA JAA countries of the EASA rules in their national system and consequently lead to a single system in Europe. • In this respect it has been advocated that these countries should be represented in EASA’s Advisory Group of National Authorities (AGNA); 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  9. Global cooperation • Participate in main ECAC activities; • Cooperation with Eurocontrol, active involvement in working groups and vice versa; • ICAO panels; • Assisting EC in Technical Programs in South Asia and South East Asia; • Longstanding cooperation with FAA; • Participation in CAST; • Dialogue with Industry; 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  10. Progress and benefits • The progress and benefits do not only illustrate how well the cooperation is between EASA and [central] JAA. • In particular, the importance of a pan-European solution should be underlined, and • Let’s not forget the worldwide perspective • Where needed, JAA’s flexible work mechanism has proved useful. 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  11. But also risks... • For OPS and LIC: a period of stagnation/ dead space might be a risk; there is minimal discussion/activity concerning harmonisation e.g. with our main non-JAA partner, the FAA; • In the absence of a clearer statement by EASA, JAA might be perceived as more and more irrelevant by partners in other regions; • Individual JAA-NAA might tend to act in isolation instead of in a harmonised way and as a collective within the JAA frame; • A number of issues can’t simply be held over until EASA is ready to deal with them; 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  12. Proposed way forward • Continue dialogue with EASA • resulting in a clear transition plan for certain important issues; • To develop, agree and publish a handover plan for Ops and Lic so that all parties have a clear idea of how the issues can be progressed by JAA in the meantime • whilst waiting for EASA to take them over in due course. 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  13. Proposed way forward • Continued support from JAA to non-EASA ECAC member states; • Re-design cooperation with FAA; • Continue relationship with other partners; Until all JAA activities have been integrated in EASA… 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

  14. JAA WILL CONTINUE ITS ROLE TO BUILD AND MAINTAIN BRIDGES FOR THE SAFETY OF CIVIL AVIATION Thank you for your attention 2005 Europe/US International Aviation Safety Conference, 7-9 June 2005

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