For most African operators, the concept of the TCO is new and will trigger the question of why it is necessary and what will it improve. Here are the pros and cons that we envisage at this stage:
Pros:
TCO certification will ensure continuous compliance with international aviation safety standards. The Special Approvals Section of the certificate will serve as a unique point of reference for the applicable airspace entry requirements. Single certificate for all safety approvals. E.g. Some EU states now issue individual Dangerous Goods approvals to foreign operators. The process of sanctioning operators that violate safety standards will be more transparent and easy
Cons:
Red tape: Added layer of bureaucracy Potential of delaying changes in operations (e.g. introduction of a new type). Risk of losing focus and only follow the motions. This appears to be the case with some states that already issue TCO certificates. In such cases, the reason for the certificate is being eroded and needs to be reevaluated.
Conclusion
African operators should watch for more than one reason the EASA website (www.easa.europe.eu) for the TCO NPA, which is now slated for publication last month. Not only will it inform them of this upcoming rule, so that they can prepare themselves but also, being an interested party, they have the right to comment on the rule from a users perspective. The rationale of the TCO concept itself, though, can no longer be addressed as that was fixed when the first extension of the BR was adopted in 2008.
Pros:
TCO certification will ensure continuous compliance with international aviation safety standards. The Special Approvals Section of the certificate will serve as a unique point of reference for the applicable airspace entry requirements. Single certificate for all safety approvals. E.g. Some EU states now issue individual Dangerous Goods approvals to foreign operators. The process of sanctioning operators that violate safety standards will be more transparent and easy
Cons:
Red tape: Added layer of bureaucracy Potential of delaying changes in operations (e.g. introduction of a new type). Risk of losing focus and only follow the motions. This appears to be the case with some states that already issue TCO certificates. In such cases, the reason for the certificate is being eroded and needs to be reevaluated.
Conclusion
African operators should watch for more than one reason the EASA website (www.easa.europe.eu) for the TCO NPA, which is now slated for publication last month. Not only will it inform them of this upcoming rule, so that they can prepare themselves but also, being an interested party, they have the right to comment on the rule from a users perspective. The rationale of the TCO concept itself, though, can no longer be addressed as that was fixed when the first extension of the BR was adopted in 2008.
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