Mapping the bilateral environment

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Mapping the bilateral environmentfor aviation
safetyA JAA perspective

• By
• Frank MANUHUTU
• Head of Chief Executives office

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Content

• Existing situation
• Pan European cooperation
• Global cooperation
• Progress, advantages, risks
• Way forward

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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

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Relationship with EASA
JAA Member
EU Accession State
Agreement with EU
EU Member
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Aviation Safety in Europepan-European approach
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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

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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.

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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 EASAs
  Advisory Group of National Authorities (AGNA)

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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

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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
• Lets not forget the worldwide perspective
• Where needed, JAAs flexible work mechanism has
  proved useful.

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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 cant simply be held over
  until EASA is ready to deal with them

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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.

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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

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JAA WILL CONTINUE ITS ROLE TO BUILD AND MAINTAIN
BRIDGES FOR THE SAFETY OF CIVIL AVIATION
Thank you for your attention