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objectives, and take corrective actions if necessary. The work on Phase 1 started
in April 2006 and the first results are expected in 2007.
ECAST also monitors in Europe the completion of the action plans inherited from the JSSI. These plans were adapted from the work of CAST by the JSSI. They
address the reduction of the risks of ‘control flight into terrain’, ‘loss of control’ and ‘approach and landing’ accidents in Europe.
Two additional ECAST processes concern communication and coordination with other safety initiatives in Europe and worldwide.
EHEST is the second ESSI pillar. It features representatives of manufacturers,
operators, research organisations, regulators, accident investigators and military from across Europe.
EHEST is also the European component of the International Helicopter Safety Team (IHST). The IHST was established in the US in 2006 with the goal
of achieving 80 percent reduction of the accident rate by 2016. To address the
specificities of helicopter operations safety in Europe, the European members
of the IHST have established EHEST in November 2006.
The European Helicopter Safety Analysis Team (EHSAT) was formed with the purpose of developing a process for analysis of European helicopter accidents and the performance of the analysis, similar to the function of the Joint Helicopter Safety Team (JHSAT) within the IHST. EHSAT is committed to ensuring that the analysis carried out in Europe will be compatible with the work of the JHSAT.
To tackle the variety of languages used in accident reports and optimise the use
of resources, EHSAT has set up seven regional analysis teams across Europe,
with the objective of covering more than 89 percent of the European fleet in 2007.
Consolidation of results is performed by EHSAT with the support of EASA.
5.0
THE EUROPEAN STRATEGIC SAFETY INITIATIVE (ESSI)
5.1.2 THE EUROPEAN HELICOPTER SAFETY TEAM (EHEST)
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5.0
THE EUROPEAN STRATEGIC SAFETY INITIATIVE (ESSI)
5.1.3 THE EUROPEAN GENERAL AVIATION SAFETY TEAM (EGAST)
EGAST is the third ESSI pillar, to be launched in late 2007.
In Europe, like in other regions of the world, General Aviation is a dispersed
community. Air sports and recreational aviation embrace a wide spectrum of
airborne activities, ranging from powered flying, ballooning and gliding to newly-
invented activities such as sky-surfing, micro light flying and paragliding.
EGAST will take into account the new regulatory materials developed by EASA for general aviation. Getting general aviation safety data and participation from the general aviation community is a challenge. EGAST will build on the national general aviation initiatives in Europe and create a forum for sharing safety data and best practices in Europe.
In response to the accident experience, EASA is working on the improvement of the related regulatory material in its rulemaking activities. Details of which can be found at: HTTP://WWW.EASA.EUROPA.EU/HOME/RM_APP_EN.HTML.
EASA also takes specific actions in response to the accident experience. The Agency addresses improving the operational system in relation to the accident categories by various actions, including the issuing of airworthiness directives. Details can be found at: HTTP://WWW.EASA.EUROPA.EU/HOME/AW_DIR_EN.HTML.
5.2 RULEMAKING
5.3 CERTIFICATION
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ANNUAL SAFETY REVIEW 2006
APPENDIX 1: DEFINITIONS AND ACRONYMS
An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention
of flight until such time as all such persons have disembarked, in which:
a) a person is fatally or seriously injured as a result of:
— being in the aircraft, or
— direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or
— direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or
b) the aircraft sustains damage or structural failure which:
— adversely affects the structural strength, performance or flight
characteristics of the aircraft, and
— would normally require major repair or replacement of the affected
component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or
puncture holes in the aircraft skin; or
c) the aircraft is missing or is completely inaccessible.
An aircraft operation in which an aircraft is used for specialized services such as agriculture, construction, photography, surveying, observation and patrol, search and rescue, aerial advertisement, etc.
　
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