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European Union and organisations such as the AEA to place
safety even higher up their agendas.
It was argued that the Safety Analysis of Foreign Airlines (SAFA)
programme should include a programme to name, shame and
ban unsafe airlines throughout the whole of the European
Union. EU regulators currently blacklist around 90 airlines.
The AEA takes the position that the European aviation system
remains safe. It points out that 2004 was one of the safest
years in terms of fatalities since the end of the Second World
War. Furthermore, according to European Aviation Safety
Agency’s (EASA’s) first annual safety review: “The rate of
accidents involving passenger fatalities in scheduled operations
has dropped by about half from 1986 to 2005.” Airlines
transport around 2 billion people a year, so even though any
airline-associated death is tragic, the overall numbers compared
to overall traffic remain low, particularly when compared to
other forms of mass transport.
AEA members
have consistently
invested in safety
procedures and
equipment over
the years
S
De Vroey points out that AEA members have consistently
invested in safety procedures and equipment over the years.
For example, before it became mandatory, AEA members
invested in a flight-monitoring programme, whereby flight
recorders are used to analyse safety trends, such as individual
pilot performance. These systems can be used to spot safety
trends and contribute to correcting performances in terms of
the feedback it offers. According to the AEA’s De Vroey: “Most
members of the airline association have been using such
systems for at least a decade.”
EASA’s mission is
to promote the
highest common
standards in safety and
environmental protection
in civil aviation
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Likewise, AEA members were early adopters of the Terrain
Awareness and Warning System (TAWS), which is now
mandatory for all airline retrofits, as well as new aircraft.
Although legislation for retrofits only became mandatory in
2003, AEA members have again used these systems for a
number of years. The same can be said of the Traffic Collision
Avoidance System (TCAS), which has been embraced by the
European airlines industry.
It is the regulatory framework that is of some concern to
airline observers. Traditionally, airlines and the European
authorities had worked together in the Joint Aviation Authorities
(JAA) group, which dedicated itself to developing rules around
airline safety. Supporters of this system argued that even
though the JAA was an informal grouping with neither legal nor
statutory powers, it was organised and run by men and women
from the airlines industry, people who understood airlines.
However, even though its rule-making function was respected,
the JAA was dependent on the individual EU Member States
putting their rulings on the national statute books. By the
beginning of the 21st century, however, there was growing
pressure for a pan-European safety framework.
In 2002, the Council of the European Union adopted
regulation 1592/2002, which established the EASA as the EU’s
central aviation authority. The European Union has taken the
step of removing some of the air safety responsibilities from its
Member States’ national authorities, in order to administer
them centrally. Not only does this mean that a common
understanding and standardised implementation are
enforceable, it also means that the EU can implement laws
centrally if need be.
EASA’s mission, in its own words, is to “promote the highest
common standards in safety and environmental protection in
civil aviation”. While national authorities continue to carry out
the majority of operational tasks, such as the certification of
individual aircraft, and, for the time being, the licensing of
pilots, EASA ensures common safety and environmental
standards at the European level.
In a further expansion of its responsibilities, it has been
proposed that by 2008 EASA should take over responsibility
for rules and procedures for civil aviation operations,
licensing of Member States’ crews and certification of non-
EU operators. It has also been proposed that in the medium
and longer term, EASA will add safety regulation of airports
and respectively ATM to its remit, effectively making it a
©Lux Air
95
one-stop-shop for all civil aviation safety regulation activities.
At the moment, however, its core tasks are rulemaking,
certification as well as quality and standardisation.
　
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