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products in isolation from the
regulatory environment in which they
operate is not sufficient. My vision for
the future role of the Agency is based
on the conviction that aviation safety
has to be coherent in all its safety elements;
it is in fact a single safety system
with interrelated and interdependent
actors, ranging from aircraft manufacturers,
their operators, air traffic
controllers, airports, pilots, cabin crew,
etc. The extension of the EASA system
to all aspects of aviation safety under
a “total system approach” is therefore
logical and technically consistent.
Skyway 52 Summer & Autumn 2009 35
In practice, the “total system approach”
means that industry, operators
and service providers will finally
have a single body of law to consult,
organised according to coherent
principles and semantics and thus
simplifying their interface with the
competent authorities, especially
when they are involved in more
than one aviation domain. This, for
instance, would be the case for an
aerodrome operator also providing
tower ATC services. The safety requirements
across the EU currently
vary and although there may not be
major safety concerns, harmonisation
should ensure that the highest levels
are achieved everywhere. The causal
factors of most aviation safety occurrences
are multimodal in nature. The
aim of the “total system approach” is
to reduce the risks coming from gaps,
overlaps or confused responsibilities
between different aviation domains.
We at EASA believe that more can be
done in the area of safety and that
this would allow the industry to develop
businesses and extend market
shares, provided that common rules
are established, equally adhered to
and enforced.
EASA’s role in the
Single European Sky
The new competences will give the
Agency an important role in the development
of the Single European
Sky (SES). It will be responsible for
ensuring that any technical solution,
concept, equipment, personnel or
organisation involved in civil aviation
works safely. The Agency already
works in close partnership with EUROCONTROL
to achieve the most efficient
regulatory system, building on
its vast knowledge and experience in
ATM as well as aiming to ensure continuity
and legal certainty for all regulated
actors in the field.
It was the wish of the political decision-
makers to have separate safety
and economic regulators to guarantee
that these different aspects are
evaluated and treated appropriately.
EASA is and will remain the safety
regulator.
Our future Implementing Rules in ATM/
ANS will be built on the basis of the
provisions of the SES, in particular the
transposed EUROCONTROL Safety Regulatory
Requirements (ESARRs). In this
respect, transitional mechanisms will
be designed in order to provide for the
continuity and subsequent conversion
of approvals already granted under the
SES rules. At the same time, consistency
between the EASA and SES systems will
have to be provided for. It is indeed possible
to devise processes that provide
for harmonised requirements and certification
procedures in order to avoid
multiple compliance assessments.
The Agency is currently working on
streamlining the organisation approvals
in the context of the extension of
the EASA system to air operations and
the implementation of the ICAO SMS
Standards and Recommended Practices
(SARPs). This work will also be used
when the future implementing rules
are developed.
Specific competences
in ATM/ANS
While the details of EASA’s competences
in the area of ATM/ANS will be
defined in the implementing rules following
common drafting groups and
public consultation, the basic principles
of the Agency’s responsibilities will be
as follows:
Regarding ATM/ANS service
providers, common
implementing rules will
be issued, requiring the
implementation of a
safety management system
and the provision of
ATM/ANS services in accordance
with common
standards. The verification
of compliance will
be achieved through
safety certification, by
competent bodies designated
by Member States. EASA will
not be doing the certifying except in
cases where centralised action is beneficial.
This was regarded by the EU legislators
to be the case for pan-European
service providers and third-country
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Skyway Magazine, Summer & Autumn 2009(24)
