Operators and Civil Aviation Authorities in Africa (and other continents) should watch a anew development in Europe that will affect operators that fly to Europe. Operators that do not fly to Europe but have code share agreements with European operators will possibly also be affected .Rules are being proposed shortly that will require these operators to undergo a certification process. Draft rules for that process will shortly be published .Interested parties can comment on those proposed rules. We advise that you study these and consider to comment upon them.
Background
Aviation Safety needs continuous improvement .Being content with what has been achieved –and that is amazingly much in aviation safety-is not enough. To keep pace with the growth of air transport, the focus on safety needs to more than catch up with that increase so as to make sure that accident rates decline futher.There are many ways to achieve that. Modern State Safety programmes and Safety Management Systems,ICAOs USOAP and the various ramp check programmes,such as SASA in Europe ,are but a few.
The more traditional means to control safety are certification and continous oversight programmes by the Civil Aviation Authorities of states. In the area of operations, these programmes are limited to the state where an operator resides. This will now change.
EU Rulemaking Process
In 2004, the European Union started a rulemaking programme aimed at the certification of third country commercial operators, giving a rationale the need to protect European Passengers and citizens on the ground. This initiative led to the inclusion in the EASA Basic Regulation (BR) of a clause on third country operators and the need to make detailed regulations. The Basic Regulation itself may be regarded as the constitution of European aviation safety regulations, reflecting in scope and function the Chicago Convention, albeit at a European scale. It is adopted by the highest political institutions in the European Union: the council of Ministers and the European Parliament. The BR exists since 2002 and initially was limited to matters of airworthiness .It has since been extended twice: in 2008 for Operations and Crew Licensing and in 2009 for Aerodromes and Air Traffic Management.
The 2008 extension, also called the first extension, ordered the European Aviation Safety Agency (EASA) to have subordinate rules, called Implementation by ultimately 8 April 2012 on all matters of operations and crew licensing. With one exception, they all apply to European applicants. The exception is the latest in the row, the IR ON Third Country Operators (TCO).
The European rulemaking process follows a number of steps, the two most important of which are the publication of a Notice of Proposed Rulemaking (NPA) which opens a proposed rule for public Document(CRD).The latter is a compilation of all comments and their disposition by EASA and may be seen as a last option for interested parties to comment. Most of the first extension IRs is now beyond the NPA phase and, in some cases, even beyond the CRD phase. The Publication of the NPA was expected last month. The comment period will be three months, following which all comments will be reviewed .The CRD is expected to be published by mid-2011 and the final rule late 2011 or early 2012.
TCO Rule Requirements
Although the NPA is yet to be issued, we have some idea as to what it will entail. We expect that basically it will require that all operators from outside the European Union need to obtain a safety certificate before being allowed access to European airspace. Possibly, the rule will also affect operators that do not fly into EU territory but have a code share agreement with an EU operator. The substance of the regulation will be based on that of –or preferably even refer to –ICAO Annex6,Part1,added with airspace related requirements, possibly in the form of ‘ Special Approvals,' as is now the case for EU AOCs.The latter includes approvals for such aspects as RVSM,RNP,LVO,8.33 KHz,ELS/EHS,Dangerous Goods.
It is unlikely, or at least improper from an international civil aviation promotion point of view, that the TCO IR will include requirements that are stricter than those of ICAO. Having said that, we cannot exclude the possibility that in some areas the NPA will introduce substance that does go beyond ICAO standards, but which EASA considers to be vital to guarantee safety to its citizens.
In addition, there certainly will be an administrative section that regulates the application, continuation and suspension of the certificate. Quite possibly, a link will be made to the SAFA regulation, as ramp checks will form an important source of information for the continued validity of the certificate.Currently,repeated SAFA-found violations may lead to a process of ‘blacklisting' a foreign operator. This process is cumbersome and not transparent to parties, not the least the operator in question. We expect that suspension measures for the TCO certificate will not only ease that process, but also make it more transparent, thereby helping operators to avoid getting in such a situation.
It is yet unknown what level of details will be used on the certificate-will it list individual aircraft types or even registrations? Will it list details of equipment installed? Will it list key personnel? And so on………….
Operators will come from those states, but may also include operators from states that score lower but have good ramp check (SAFA) results. These operators are expected to receive the certificate, upon application, without any further showing. For the remaining operators, a division is likely between those operators that are currently on the European black list and those that are not. Black-listed operators will not be granted a TCO certificate .Other operators are expected to be subjected to a desktop scrutiny or an audit before certification.
Managing Applications
When the TCO rule will become in force –ultimately 8 April 2012-EASA awaits the enormous task of processing applications and issuing certificates to well over a hundred of non-EU operators that at that time operate into the EU. This should be done without any disruption to those operators that deserve the certificate. It will be impossible for EASA to deeply scrutinize all these carriers before issuing a certificate. Quite likely, during the transition phase they will apply the policy of trusted states and trusted operators. Trusted states will be those states that score high in the USOAP.Trusted operators will come from those states, but may also include operators from states that score lower but have good ramp check (SAFA) results. These operators are expected to receive the certificate, upon application, without any further showing.
For the remaining operators, a division is likely between those operators that are currently on the European black list and those that are not. Black-listed operators will not be granted a TCO certificate. Other operators are expected to be subjected to a desktop scrutiny or an audit before certification.
Continuous Monitoring
How will operators that have been certificated be monitoring? Once a certificate has been obtained, a process starts of continuous monitoring. That process is likely to be made up of the same elements that play a role in initial certification:
What is the performance of the issuing state?
What is the performance of the operator (e.g as verified during SAFA inspection)?
Changes in equipment, routes, etc;
Transition Phase
The duration of the transition phase itself is unclear at this stage. As the NPA is still being developed, all options are open. Will it be a big bang, meaning that on 8 April 2012 and non-EU operators must have a certificate or will there be some time for operators to file their application and EASA to process them?
Certification By Other States
Actually, the concept of TCO certificates is not new. Other states have similar regulations. In the USA it exists that long that those who are currently active in aviation do not know when it was introduced.There,is it known as ‘Operations Specifications.' The legal basis is Federal Aviation Regulation 129.Canada issues TCO certificates under the name' Foreign Air Operator Certificate.' From the early 1990s onwards, a proliferation is seen of states that introduced such certificates. Initially, this concentrated in Latin America and was possibly a result of the IASA program of the USA. That program started in 1992 and focused on the ability of states to adhere to ICAO standards for aircraft operations and maintenance, in fact a forerunner of the ICAO USOAP.Later, states in Asia, such as China, also introduced foreign Air Operators Certificate.
Background
Aviation Safety needs continuous improvement .Being content with what has been achieved –and that is amazingly much in aviation safety-is not enough. To keep pace with the growth of air transport, the focus on safety needs to more than catch up with that increase so as to make sure that accident rates decline futher.There are many ways to achieve that. Modern State Safety programmes and Safety Management Systems,ICAOs USOAP and the various ramp check programmes,such as SASA in Europe ,are but a few.
The more traditional means to control safety are certification and continous oversight programmes by the Civil Aviation Authorities of states. In the area of operations, these programmes are limited to the state where an operator resides. This will now change.
EU Rulemaking Process
In 2004, the European Union started a rulemaking programme aimed at the certification of third country commercial operators, giving a rationale the need to protect European Passengers and citizens on the ground. This initiative led to the inclusion in the EASA Basic Regulation (BR) of a clause on third country operators and the need to make detailed regulations. The Basic Regulation itself may be regarded as the constitution of European aviation safety regulations, reflecting in scope and function the Chicago Convention, albeit at a European scale. It is adopted by the highest political institutions in the European Union: the council of Ministers and the European Parliament. The BR exists since 2002 and initially was limited to matters of airworthiness .It has since been extended twice: in 2008 for Operations and Crew Licensing and in 2009 for Aerodromes and Air Traffic Management.
The 2008 extension, also called the first extension, ordered the European Aviation Safety Agency (EASA) to have subordinate rules, called Implementation by ultimately 8 April 2012 on all matters of operations and crew licensing. With one exception, they all apply to European applicants. The exception is the latest in the row, the IR ON Third Country Operators (TCO).
The European rulemaking process follows a number of steps, the two most important of which are the publication of a Notice of Proposed Rulemaking (NPA) which opens a proposed rule for public Document(CRD).The latter is a compilation of all comments and their disposition by EASA and may be seen as a last option for interested parties to comment. Most of the first extension IRs is now beyond the NPA phase and, in some cases, even beyond the CRD phase. The Publication of the NPA was expected last month. The comment period will be three months, following which all comments will be reviewed .The CRD is expected to be published by mid-2011 and the final rule late 2011 or early 2012.
TCO Rule Requirements
Although the NPA is yet to be issued, we have some idea as to what it will entail. We expect that basically it will require that all operators from outside the European Union need to obtain a safety certificate before being allowed access to European airspace. Possibly, the rule will also affect operators that do not fly into EU territory but have a code share agreement with an EU operator. The substance of the regulation will be based on that of –or preferably even refer to –ICAO Annex6,Part1,added with airspace related requirements, possibly in the form of ‘ Special Approvals,' as is now the case for EU AOCs.The latter includes approvals for such aspects as RVSM,RNP,LVO,8.33 KHz,ELS/EHS,Dangerous Goods.
It is unlikely, or at least improper from an international civil aviation promotion point of view, that the TCO IR will include requirements that are stricter than those of ICAO. Having said that, we cannot exclude the possibility that in some areas the NPA will introduce substance that does go beyond ICAO standards, but which EASA considers to be vital to guarantee safety to its citizens.
In addition, there certainly will be an administrative section that regulates the application, continuation and suspension of the certificate. Quite possibly, a link will be made to the SAFA regulation, as ramp checks will form an important source of information for the continued validity of the certificate.Currently,repeated SAFA-found violations may lead to a process of ‘blacklisting' a foreign operator. This process is cumbersome and not transparent to parties, not the least the operator in question. We expect that suspension measures for the TCO certificate will not only ease that process, but also make it more transparent, thereby helping operators to avoid getting in such a situation.
It is yet unknown what level of details will be used on the certificate-will it list individual aircraft types or even registrations? Will it list details of equipment installed? Will it list key personnel? And so on………….
Operators will come from those states, but may also include operators from states that score lower but have good ramp check (SAFA) results. These operators are expected to receive the certificate, upon application, without any further showing. For the remaining operators, a division is likely between those operators that are currently on the European black list and those that are not. Black-listed operators will not be granted a TCO certificate .Other operators are expected to be subjected to a desktop scrutiny or an audit before certification.
Managing Applications
When the TCO rule will become in force –ultimately 8 April 2012-EASA awaits the enormous task of processing applications and issuing certificates to well over a hundred of non-EU operators that at that time operate into the EU. This should be done without any disruption to those operators that deserve the certificate. It will be impossible for EASA to deeply scrutinize all these carriers before issuing a certificate. Quite likely, during the transition phase they will apply the policy of trusted states and trusted operators. Trusted states will be those states that score high in the USOAP.Trusted operators will come from those states, but may also include operators from states that score lower but have good ramp check (SAFA) results. These operators are expected to receive the certificate, upon application, without any further showing.
For the remaining operators, a division is likely between those operators that are currently on the European black list and those that are not. Black-listed operators will not be granted a TCO certificate. Other operators are expected to be subjected to a desktop scrutiny or an audit before certification.
Continuous Monitoring
How will operators that have been certificated be monitoring? Once a certificate has been obtained, a process starts of continuous monitoring. That process is likely to be made up of the same elements that play a role in initial certification:
What is the performance of the issuing state?
What is the performance of the operator (e.g as verified during SAFA inspection)?
Changes in equipment, routes, etc;
Transition Phase
The duration of the transition phase itself is unclear at this stage. As the NPA is still being developed, all options are open. Will it be a big bang, meaning that on 8 April 2012 and non-EU operators must have a certificate or will there be some time for operators to file their application and EASA to process them?
Certification By Other States
Actually, the concept of TCO certificates is not new. Other states have similar regulations. In the USA it exists that long that those who are currently active in aviation do not know when it was introduced.There,is it known as ‘Operations Specifications.' The legal basis is Federal Aviation Regulation 129.Canada issues TCO certificates under the name' Foreign Air Operator Certificate.' From the early 1990s onwards, a proliferation is seen of states that introduced such certificates. Initially, this concentrated in Latin America and was possibly a result of the IASA program of the USA. That program started in 1992 and focused on the ability of states to adhere to ICAO standards for aircraft operations and maintenance, in fact a forerunner of the ICAO USOAP.Later, states in Asia, such as China, also introduced foreign Air Operators Certificate.
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