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EASA Industry Briefing day 17 Nov 2005 Cologne Nick Mower: General Manager Technical Services Martin Ambrose: Manager Maintenance European Regions Airline.

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Presentation on theme: "EASA Industry Briefing day 17 Nov 2005 Cologne Nick Mower: General Manager Technical Services Martin Ambrose: Manager Maintenance European Regions Airline."— Presentation transcript:

1 EASA Industry Briefing day 17 Nov 2005 Cologne Nick Mower: General Manager Technical Services Martin Ambrose: Manager Maintenance European Regions Airline Association

2 Contents ERA key facts Focus Funding & Fees and Charges Regulatory Gap Conclusion

3 ERA key facts The recognised representative body for regional air transport throughout Europe Membership composition 69 airlines: almost 1200 aircraft in fleet 13 aircraft & equipment manufacturers 60 different types or variants 39 airports 104 suppliers

4 ERA publicly continues to support the concept of EASA as Europes Safety Agency…….. However – The Devil is in the detail! Focus

5 EASA must cover all aspects of aviation safety: aircraft, operators, crews, ATC, airports, training Objective of a European equivalent to US FAA must not be lost All aviation safety aspects are increasingly integrated and inter-related need for an efficient and consistent safety regulation by a single organisation Focus

6 EASAs legal competencies: short term Flight Operations (2007/8) Flight Crew Licensing (2007/8) Third Country operator aircraft (JAA LO) Longer term European Air Traffic Management system ( ) Airport safety ( ) Focus

7 EASA has an operational role unlike other EU Agencies must be recognised by EU institutions A clear business model must be defined and imposed on both EASA and NAAs NAAs are EASAs Master and Servant Focus

8 Standardisation must be enhanced to ensuring uniform implementation of safety rules in Europe vital element for the credibility of European aviation safety system vis-à-vis Industry, foreign authorities and International Civil Aviation Organisation (ICAO) Focus

9 Funding & Fees and Charges Agency are predicting a year end deficit in excess of 1m (down from 13m) due to: Income less than expected (>30% predicted) Costs higher than expected Cash flow problems Incorrect budget assumptions

10 Why? amount and cost of work outsourced by the Agency incorrect assumptions on expected income from the Fees and Charges Agency assumed all invoices would be paid in 30 days. Funding & Fees and Charges

11 Outsourcing This should have been better budgeted for! Furthermore the Agency appears to be using the most expensive NAA to do a high percentage of the work Funding & Fees and Charges

12 Additional subsidy by the Commission Industry stated that the Commission should make good the deficit as the overall costs were within budget Business Plan Industry pointed out that the Agency should have a long term strategy and a realistic and attainable business plan supported by a strategic budget Approval delivery Contract Contract performance Credit Bank Account for applications to be processed Funding & Fees and Charges

13 NAAs reduction in resources This must be assured & the aggregate cost of Regulation must be seen to decrease Increase in public funding EC so far give a negative response to additional subsidy Cash reserve The Agency must be provided with a cash reserve to smooth the peaks and troughs in income and expenditure Funding & Fees and Charges

14 ERA continues to make it clear that any shortfall should not and must not come from Industry! EASA should not be compromised by lack of (public) Funds Funding & Fees and Charges

15 Regulatory Gap Future of JAA Working Group (FUJA) No Industry participation! 3 main tasks transfer remaining activities to EASA and disband JAA deal with non-EU states decide funding of JAA

16 Future of JAA – roadmap milestones Big Bang date 1 Jan 2007! JAA HQ Hoofddorp closes 31 Dec 2006 JAA Liaison Office established in Köln coordinate non-EU states JAA Training Office remains in Hoofddorp implementing JARS and IRs Regulatory Gap

17 Future of JAA – conflicts Will EASA experience levels and resources be enough for Ops and FCL by 1 Jan 2007? Implementing Rules for EU Part OPS and EU Part FCL not expected before Sep 2007 EASA need to administer JAR OPS 1 until then rely on JAA? only 10 personnel follow JAR 11 procedures? industry input possible? Regulatory Gap

18 Future of JAA – conflicts EU PART OPS unlikely before Sep 2007 – any delay could impact further on Part OPS some states not keen on EASA administering JAR OPS due to lack of competence and reluctant to relinquish their own oversight responsibilities therefore, Sep 2007 is very optimistic date for EASA rule concerning Operations and FCL Regulatory Gap

19 Future of JAA – existing work programmes All existing JAA expert groups…. all cease work by mid 2006 unless NPA can be issued for consultation and subsequently processed and published by then, they will be handed over to EASA priority items only Earliest introduction of EU-OPS 1 vital possible void of up to 18-months! Regulatory Gap

20 ERA will continue to assist the Agency in developing its competence in order to enhance the global competitiveness of Europes aviation industry Member of the Industry EASA Advisory Board (EAB) Member of the EASA Safety Standards Consultative Committee (SSCC) Chairmanship of SSCC Maintenance Sub -Working Group Supporting earliest establishment of EASA Safety Strategic Initiative: ESSI EASA Budget & Future Work programme Review Groups Conclusion

21 ERA, the EASA Advisory Board (and industry in general) want a successful EASA But we have concerns: Must have real stakeholder involvement Scope Relationships between NAAs and EASA Standardisation Funding Regulatory gap Conclusion


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