European Aviation Safety Agency - Essay Example

RUNNING HEAD: EUROPEAN AVIATION SAFETY AGENCY European Aviation Safety Agency School European Aviation Safety Agency Air transport is one of themost convenient modes of transport. It is quick, safe and one that has been growing fast in the last decade. This is the reason why the European Union came up with a common strategy to make the aviation industry safe and sustainable in the long run. To achieve this growth, in addition to improved airworthiness, the EU came up with the European Aviation Safety Agency (USA International, 2006). The European Aviation Safety Agency (EASA) is an arm of the European Union (EU) located in Cologne, Germany. Created on July 15, 2002, the agency has been given regulatory and executive responsibilities in the field of aviation safety. It is tasked with promoting the highest possible safety standards, as well as environmental protection in the aviation industry, both in the EU member states, and the world in general. EASA assumed full responsibility in 2008 and took over the functions of JAA (Joint Aviation Authorities). The agency is mandated to undertake the following activities: a) Provision of advice to the European Union for making new laws pertaining to aviation; b) Implementing and observing safety rules which includes inspections of member countries; c) Type-certification of aircraft and components; d) Approval of companies that are involved in design, manufacture, and maintenance of aeronautical products; e) Giving authorization to countries outside the EU, and f) Analysis of safety regulations, as well as research. The agency has, in addition to these responsibilities, been given more duties under the Single European Sky-II commission. These responsibilities will become operational in the next two years. Differences from JAA There are several differences between EASA and JAA. JAA had its head office in Hoofddorp, Amsterdam, while EASA, has its headquarters in Cologne, Germany. In addition, EASA has the legislative mandate within the European Union (EU) by enacting regulations through the European Commission, Council of the European Union and European Parliament. On the other hand, JAA operated products without direct force of law. This means that JAA was not recognized as a legal body; but rather, it was a “mere cooperation of JAA member countries in the field of civil aviation” (Cristiansen, 2009, p. 61). Moreover, some countries under JAA such as Turkey operated outside the EU, whereas, by definition, EASA is an agency that operates under the EU and other countries adopt its rules and regulations without being forced. The fundamental basis for the formulation of EASA is to ensure mandatory standardization. The agency is the one that gives certification. It also “acts as the authority in the field of airworthiness and continuing airworthiness” (Cristiansen, 2009, p. 62). Jurisdiction of EASA EASA has authority over new types of certificates and other designs that pertain to airworthiness approvals for aircrafts, engine, propellers and components. The agency works hand in hand with the National Aviation Authorities (NAAs) of the European Union members. However, EASA has virtually taken over most functions from NAAs so as to ensure uniformity of standards across the EU. EASA also has an important part in helping the European Commission negotiate and enter into agreements with the Rest Of the World (ROW) in behalf of the EU member countries. The agency also concludes agreements that are technical in “nature at a working level directly with its counterparts around the world such as the US Federal Aviation Administration (FAA)” (USA International, 2006, p. 196). EASA is also responsible for setting policy for aeronautical repair stations. Moreover, it issues certifications for repair stations that are located outside the mandate of the European Union. The agency has come up with regulations for flight operations, licensing of flight crews and non-EU aircraft used inside EU territory. This requirement, which was developed on March 19, 2008 came into force after the required legislation to expand the agency’s remit became effective. Regulations EASA has several requirements that ensure continued airworthiness. These requirements include the following parts (USA International Business, 2006): Part M— Continuing Airworthiness; Part 145— Maintenance Organizational Approval; Part 66—Certifying Staff; Part 147— Training Organization Requirements. Part 66—Certifying Staff Within the European Union, Aircraft Maintenance Certifying Personnel must adhere to part-66 Certifying Staff of EASA. Part-66 is based on the older JAR system. EASA PART-66 regulates knowledge requirements for providing certification to staff in the aviation industry. EASA Part-66 identifies the following categories of staff (Cristiansen, 2009): Maintenance Certifying Mechanic; B1- Maintenance Certifying Technician- mechanical; B2- Maintenance Certifying Technician- Avionics; and Base Certifying Engineer. Part M— Continuing Airworthiness EASA Part M has several elements. The most important are subparts F. These provisions deal with maintenance of aircrafts below 5700 kg that operate in non-commercial environment. Part G covers the coordination of compliance of aircraft with set programs, airworthiness and service communications (USA International Business, 2006). Part 147— Training Organization Requirements To go hand in hand with Part-66 on the issuance of licenses is the responsibility of setting up and getting permission to offer training for aircraft mechanics. Part-147 deals with the larger responsibility of setting up the training school (USA International Business, 2006). Part 145— Maintenance Organizational Approval In order to get approval to provide aeronautical repairs services, an organization must write, submit and keep an up to date Maintenance Organization Exposition (MOE). For the organization to support the MOE, it must have some set of procedures. The third requirement is that the organization must have a compliance matrix that explains in detail how they will be able to meet the requirements of Part—145. These requirements are interrelated. For instance, maintenance organization must be based on Part M requirements. The personnel must be given permission to operate according to Part 66. The operating personnel must pass through a training organization and should comply with Part 147 (USA International Business, 2006). Safety Analysis and Research Activities The work of EASA revolves around ensuring that the highest possible levels of civil aviation safety are realized. This is made possible by certification of all the products that pertain to aviation, the approval of companies and organizations that provide services in the aviation industry, as well as the development and implementation of standards within the European Union regulatory framework. These responsibilities are supported by various activities, which include the following (USA International Business, 2006): Coordination of safety improvement activities and initiatives, both internal and external. For example, the European Strategic Safety Initiative (ESSI) is an organization that has partnered with EASA, in addition to others, to enhance safety of citizens within the EU member countries, as well as others across the world. This partnership is achieved through analysis of safety standards, implementation of cost effective plans, and the coordination of measures which guarantee safe travel worldwide. It is also supported by reports that pertain to air safety within the EU and the world at large. These tasks are also supported by focal point for coordinating efforts of aviation accident investigation. Annual Aviation Safety Review Article 15(4) of regulation (EC) No 216/2008 of the European Parliament, as well as the Council of 20 February 2008, gives EASA the mandate to undertake an annual review of aviation safety. This annual review of safety in the aviation industry provides statistics on air safety, both within the EU member states and the world in general. The statistics generated during safety review are grouped according to several categories, which include helicopter, commercial air transport, and gliders among others. The agency has access to information that is gathered by other bodies such as the International Civil Aviation Organization (ICAO) (Cristiansen, 2009). Certification The EASA took over the duties for airworthiness and environmental certification of all products related to aeronautics, components, and appliances that are designed and maintained or used by people under the regulatory watch of EU member states. The responsibilities of certification comprise of other post-certification duties, which include the approval of changes to and maintenance of aeronautical products and their parts. In addition, it also includes the issuance of directives concerning airworthiness so as to correct any situation that might pose dangers in the industry. This means that all the responsibilities of certifications in aeronautical industry within the EU member countries are under the auspice of EASA (Cristiansen, 2009). Moreover, the agency also has a similar role when dealing with foreign companies that are involved in the manufacture or maintenance of aeronautical products. Therefore, the agency coordinates its activities with aviation authorities, which have been involved with these responsibilities and concludes contractual obligations within the aeronautical industry (Cristiansen, 2009). Conclusion The EASA was established and given the mandate to oversee design approvals, continued airworthiness, and certifications within the aeronautical industry within the European Union. EASA is also responsible for giving approvals for production, maintenance of stations, as well as coordinating training with organizations that are based outside the EU. The agency, in addition, has a role to play in standardization for all aviation safety certification activities of member states. In addition, it has responsibilities in the areas of operations and giving licenses. It is through these activities that EASA is able to harmonize rules in the aviation industry and ensure that they are applied uniformly. References Cristiansen, C. C. (2009). Principles and practice of aviation medicine. London: World Scientific. USA International Business Publications (2006). International Civil Aircrafts Registration Procedures Handbook: Strategic information and procedures. New York: USA International Business Publications. Read More