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and of flight crew training, the qualification of associated
training devices for new aircraft types, as
well as the evaluation of Cabin Crew (CC) training
and operations.
While in future all full flight simulators developed
for new EU products will continue to go through
a qualification process, the Agency is currently
catching-up with the qualification of existing full
flight simulators located outside the EASA member
states (more specifically, in Canada and the USA).
This process includes full flight simulators that
have never been qualified by a European aviation
authority and which are being used by European
pilots for their training. It makes sure that these
simulators can continue to be used in the training
of European licensed flight crews after adoption of
the new flight crew licensing rules.
In May 2009, the qualification of 40 flight simulator training devices owned by FlightSafety International
and located in 15 learning centres in the US and
Canada, has been completed under EASA coordination.
At the same time, 20 full flight simulators belonging
to CAE and four full flight simulators from
Bombardier have also been successfully qualified,
under the same EASA FSTD Catch-Up process.
Organisation and outlook_ All product certification
activities were fully funded through fees and
charges levied from the industry for the services
applied for. In 2008, 60% of these activities were
performed by the Agency, 40% were outsourced
to the National Aviation Authorities. The Certification
Directorate aims at achieving an outsourcing
level of only 20% by 2011. An important task for
the time to come is the implementation of a new
occurrence reporting system in Europe. Currently,
the TC holders are the Agency’s main source of
information about potential design-related safety
risks. The Agency however aims at improving the
existing system by introducing a process where
also occurrence reports from various other sources
(e.g. NAAs) will be fed into more systematically and
distributed internally to the responsible departments.
With the implementation of EASA’s new
responsibilities, the enhancement of the current
occurrence reporting system is more and more
turning into a top priority.
© Eclipse Aviation Corporation, 2008
The EASA type-certificate of the Eclipse 500 was handed over on 21 November 2008.
Humberto Pereira, Embraer Vice President, Engineering – Executive Jets, receives the Phenom
100 Type Certificate from Dr. Norbert Lohl, EASA’s Certification Director on 24 April 2009.
EA 06. 2009 SANEWS Eur 04 opeaea n Aviation Safety Agency
Standardisation in 2008:
main results
Performing standardisation visits across Europe is one of the key tasks of the Agency. Through these inspections, the Agency makes sure that the European aviation safety rules are correctly implemented in all Member States. In 2008, EASA standardisation teams conducted 68 such visits. The teams normally include Agency staff as well as colleagues from the National Aviation Authorities (NAAs). Two different kinds of visits have to be distinguished: those within the EU legal framework covering initial and continuing airworthiness (IAW, CAW) in the EASA countries. The Agency also performs standardisation visits on behalf of the JAA. These visits cover initial and continuing airworthiness, air operations (OPS), flight crew licensing (FCL) and synthetic training devices (FSTD).
Within the EU legal framework, the number of
inspections (13 in initial airworthiness, 26 in continuing
airworthiness) determined through a risk-
based approach, has remained quite stable compared
to the previous year. Within the IAW field,
the visits have revealed a satisfactory and uniform
level of understanding and implementation in all
involved countries. In the Continuing Airworthiness
domain, where all Member States exercise
their competences, the uniform and proper implementation
of the rules still needs further efforts
despite a general average improvement.
It is worth noting that the number of non-conformity
findings per number of inspections has significantly
decreased in both domains. This is due to
the fact that in 2008 a full second cycle of inspections
has been initiated. It is evident that, by the
beginning of the entry into force of Commission
Regulation 736/2006, the standardisation process
has had a significant impact in helping the NAAs to
comply with the EU regulations. This is particularly
true for many new accession states, where, however,
some difficult situations persist.
The Agency has in the last two years continuously
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EASA-Newsletter-issue-2(3)
