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and concepts for operations or organisations as well as the compliance
with international obligations. The rulemaking programme also takes into account
the need to have rules proportionate to the risks. The main actions of 2007 included
those listed below.
• Work related to the extension of the EASA system with regard to the interoperability
and safety regulation of aerodromes.
• Work related to the continued operation of aircraft designed in the former Soviet
Union that are currently registered in EASA MS.
• Amendments to the document entitled “Certification specifications for large
aeroplanes” were adopted. These amendments aimed at improving required
specifications for doors, flight and guidance systems as well as addressing issues
related to flight in icing conditions and human factor considerations.
6.0 AGENCY’S SAFETY ACTIONS
ANNUAL SAFETY REVIEW 2007 33
• Amendments were adopted regarding certification specifications for small and
large rotorcraft (helicopters), improving specifications on flight and handling
qualities.
• Amendments to the document entitled “Certification specifications for engines”
were adopted, improving specifications in relation to electronic control systems.
• The standards for terrain awareness and warning systems were amended and a
new standard for light aviation secondary surveillance transponders was introduced.
• Several other documents related to acceptable means of compliance were amended.
These documents concerned various topics, among which are ageing aircraft
structures, permit to fly and aircraft maintenance licences.
This Annual safety review highlights the high accident rates into certain regions of
the world. The Rulemaking Directorate aims to address concerns about aircraft
flying from lesser regulated regions with the following two actions, presently under
development:
• approval of third countries’ operators;
• technical assistance programmes.
Concerning commercial air transport by aeroplanes, the following actions have
been taken.
• The development of an “Operational suitability certificate” that will define among
other things a minimum syllabus for a flight crew type rating programme. This
safety action is likely to reduce the risk of CFIT and LOC-I.
• The risk of accidents related to the propulsion system should be reduced by improvements
in “Certification specifications for large aeroplanes” relative to lowlevel
fuel alerts. Similar work on emergency exits and thermal insulation blankets
may reduce the consequences of post-impact fires.
• Finally, system reliability should be improved through better specifications on
electrical wiring systems.
Concerning commercial air transport by helicopters, existing helicopter specifications
are being amended and regulatory material is being developed. This
material will define among other things a minimum syllabus for a flight crew
type rating programme. These activities are likely to reduce the risk of CFIT and
loss of control for helicopters.
6.0 AGENCY’S SAFETY ACTIONS
34 ANNUAL SAFETY REVIEW 2007
6.4 SAFA
Initially the SAFA programme was launched by the European Civil Aviation Conference
(ECAC) in 1996, and was not based upon a European legal binding basis
but upon a commitment of the directors-general of the participating ECAC Member
States.
On 30 April 2004, Directive 2004/36/EC of the European Parliament and of the
Council on the safety of third-country aircraft using Community airports (the socalled
“SAFA directive”) was published, creating a legal obligation upon EU Member
States to perform ramp inspections upon “third-country aircraft” landing at
their airports.
In each SAFA participating State, aircraft (third-country for EU States or foreign
for non-EU ECAC States) can be subject to a ramp inspection, chiefly concerned
with the aircraft documents and manuals, flight crew licences, the apparent condition
of the aircraft and the presence and condition of mandatory cabin safety
equipment. These inspections are based on ICAO relevant standards.
As of 1 January 2007, responsibility for the management and further development
of the SAFA programme fell upon the European Commission assisted by EASA.
The SAFA coordination activities have therefore been transferred from the Joint
Aviation Authorities (JAA) to the Agency.
In addition, the SAFA database was also successfully transferred from the JAA to
the EASA premises in Cologne, and is currently undergoing a major update with
new enhancements and features (e.g. web-based features).
　
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