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cooperation with other EASA departments
and Directorates. © AgustaWestland
03 FEB. 2010 EASANEWS Europea n Aviation Safety Agency
© Paul Bowen/Dassault Aviation
The support to the implementation of rules takes
the form of advice to other Directorates, participation
in standardisation meetings and the organisation
of workshops. Communication with stakeholders
will receive increased attention in the future.
ICAO and external relations_ The contribution to
ICAO and external relations consists in:
Assisting in the resolution of findings related to
airworthiness rules during ICAO audits and providing
comments to the ICAO state letters. The department
is also involved in the ICAO work relative
to the replacement of the Halon based extinguishing
agents by agents that do not contribute to
Ozone depletion.
Regulatory cooperation with FAA and TCCA.
Liaising with stakeholders organisations, for example
by participating in meetings of their specialised
bodies.
Cooperating with the Commission for the adoption
of opinions.
Cooperating with EUROCONTROL with regard to
on-board equipment issues.
Participating in the activities of standardisation
bodies such as EUROCAE, SAE and CEN/CENELEC/
ETSI for the development of standards for on-board
equipment.
Studies_ The conduct of studies is a necessary support
to rulemaking. In the past 5 years, the department
has been conducting the following studies:
Fuel tank safety
Single engine commercial air transportation in
instrument meteorological conditions
Job-cards
Methodologies for question data bank Part-66
Child restraint devices
Health and safety
Helicopters ditching
Fuselage burn-through
Bird strike
Review of cabin safety requirements
Most of these studies are followed up by tasks in the
rulemaking programme.
A study on micro-lights will be performed this year to
comply with recital 5 of Regulation 216/2008.
Exemptions_ The department reviews around 50
exemptions to implementing rules issued by national
authorities, by providing opinions or advice
to the Commission in accordance with article 14 of
the Basic Regulation. Most are related to the approval
of modifications and are handled using the
article 14.4 process (exemption for unforeseen urgent
operational circumstances or operational need
of a limited duration). Others are handled under the
article 14.6 (equivalent level of protection attained
by other means): those issued for UK gliders or for
the maintenance of Antonov 26 aircraft deserve to
be highlighted.
Future chalenges_ Future challenges demand constant
monitoring to anticipate the risks they may create.
For example, future developments such as Very
Light Jets (task 23.005) and Unmanned Aircraft Systems
(UAS) are being worked on. A certification policy
for UAS was adopted by the Agency in 2009.
* ELA1 aircraft are defined by the criteria below:
1. An aeroplane, sailplane or powered sailplane with a Maximum.
Take-Off Mass (MTOM) less than 1200 kg that is not classified as
complex motor-powered aircraft;
2. A balloon with a maximum design lifting gas or hot air volume
of not more than:
- 3.400 m3 for hot-air balloons
- 1.050 m3 for gas balloons
- 300 m3 for tethered gas balloons
3. A non-complex airship designed for not more than four occupants
and a maximum design lifting gas or hot-air volume of
not more than:
- 3.400 m3 for hot-air airships
- 1.000 m3 for gas airships
4. An engine installed in aircraft referred to in this paragraph;
5. A propeller installed in aircraft referred to in this paragraph.
Europea n Aviation Safety Agency EASANEWS FEB. 2010 04
Thomas Mickler joined EASA in November 2009 as
Head of the Standardisation department. Throughout
his 20 years of professional experience, he has
held positions in various fields of civil aviation,
such as Member of the Air Navigation Commission
of ICAO and Director Flight Operations, Personnel
Licensing and Accident Investigation Division of
the German Federal Ministry of Transport, Building
and Urban affairs.
What are your objectives and the main challenges
you identify for the future?
Our objectives and challenges fall into two main
categories: the continuous improvement of the
existing standardisation process and the expansion
of EASA’s competences. In the fields of initial
and continuing airworthiness the standardisation
process is now well established and quite mature.
However, we are continuously striving to make a
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EASA-Newsletter-issue-4(3)
