10.

1 Aviation Legislation - Regulatory Framework:

International Civil Aviation Organisation - ICAO

The aeroplane was a creation of no one nation or of no one technology. Today, almost a hundred years after the
first flight by the Wright Brothers, the international character of air transport has expanded to carrying more
than one billion passengers and flying around 15 billion kilometres annually. A network of air routes envelops
the world. The air has become a highway for world commerce. Imagine the chaos if every country had a different
way of doing the same thing? Different runway markings & lights, radio frequencies, safety equipment,
servicing requirements, pilot/mechanic/ATC training procedures, manuals, weather reporting, the list is endless.
Air travel would not be 'safe' at all.
The worldwide standardisation of all aspects of Aviation is in every nation’s interest. The need for safety and
regularity in air transport involves the necessity of building aerodromes, of setting up navigation aids and of
establishing weather reporting systems. The standardisation of operational practices for international services
is of fundamental importance so that there may be no error caused by misunderstanding or inexperience. The
establishment of such standards, standards for rules of the air, for air traffic control, for personnel licensing, for
the design of aerodromes and for so many details of prime importance to air safety, required a change in the
way the world viewed aviation.
The Second World War had a major effect upon the technical development of the aeroplane, telescoping a
quarter-century of normal peacetime development into 6 years. A vast network of passenger and freight carriage
was set up but there were many problems, both political and technical, to which solutions had to be found to
benefit and support a world at peace. There was the question of commercial rights - what arrangements would
be made for airlines of one country to fly into and through the territories of another. There were other concerns
with regard to the legal and economic conflicts that might come with peace time flying across national borders
such as how to maintain existing air navigation facilities, many of which were located in sparsely settled areas.
For these reasons the Government of the United States conducted exploratory discussions with other Allied
Nations during the early months of 1944, with a view to finding common ground. On the basis of the talks,
invitations were sent to 55 Allied and Neutral States to meet in Chicago in Nov 1944. Of these 55 States, 52
attended.
For 5 weeks, the delegates of the 52 nations considered the problems of international civil aviation. The outcome
was the Convention on International Civil Aviation, a standard solution that could be adopted by all.
The Aims and Objectives of ICAO
The aims and objectives of ICAO are to develop the principles and techniques of International air navigation
and to foster the planning and development of International air transport so as to:
1. Ensure the safe and orderly growth of International Civil Aviation throughout the world;
2. Encourage the arts of aircraft design and operation for peaceful purposes;
3. Encourage the development of airways, airports and air navigation facilities for International Civil
Aviation;
4. Meet the needs of the peoples of the world for safe regular, efficient and economical air transport;
5. Prevent economic waste caused by unreasonable competition;
6. Ensure that the rights of Contracting States are fully respected and that every Contracting State has
a fair opportunity to operate International Airlines;
7. Avoid discrimination between Contracting States;
8. Promote safety of flight in International Air Navigation;
9. Promote generally the development of all aspects of International Civil Aviation Freedoms of the
Air
In recognition of the territorial law of a country's airspace, an International Governmental Agreement had to be
arrive at allowing aircraft to operate...
1. The right to fly over another country without landing
2. The right to make a landing for technical reasons (e.g. refueling) in another country without picking
up or setting down revenue traffic
3. The right to carry revenue traffic from your own country A to the country B of your treaty partner
4. The right to carry traffic from country B back to your own country A
5. The right of an airline from country A to carry revenue traffic between country B and other countries
such as C or D. (This freedom cannot be used unless countries C or D also agrees)
6. The use of an airline of country A of two sets of third and fourth freedom rights to carry revenue
traffic between two other countries but using its base at A as a transit point

Cabotage
The carriage of traffic between points within on and the same territory (generally reserved for the national
airline)
The 96 articles of the Chicago Convention establish the privileges and restrictions of all Contracting States,
provide for the adoption of International Standards and Recommended Practices (SARPS) regulating air
navigation, recommend the installation of navigation facilities by Contracting States and suggest the facilitation
of air transport by the reduction of customs and immigration formalities. The Convention accepts the principle
that every state has complete and exclusive sovereignty over the airspace above its territory and provides that
no scheduled International air service may operate over or into the territory of a Contracting State without its
previous consent. A brief summary of its contents follows...
The Convention on International Civil Aviation - 1944
Whereas future development of international civil aviation can greatly help to create and preserve friendship
and understanding among the nations and peoples of the world, yet its abuse can become a threat to the general
security, and
Whereas it is desirable to avoid friction and to promote that co-operation between nations and peoples upon
which the peace of the world depends;
Therefore, the undersigned governments, having agreed on certain principles and arrangements in order that
international civil aviation may be developed in a safe and orderly manner and that international air transport
services may be established on the basis of equality of opportunity and operated soundly and economically;
Have accordingly concluded this Convention to that end.
Air Navigation - General Principles and Application of the Convention
• Article 1 - Sovereignty
• Article 2 - Territory
• Article 3 - Civil and State Aircraft
• Article 4 - Misuse of Civil Aircraft

Flight over Territory of Contracting States

• Article 5 - Right of Non-Scheduled Flight
• Article 6 - Scheduled Air Services
• Article 7 - Cabotage
• Article 8 - Pilotless Aircraft
• Article 9 - Prohibited Areas
• Article 10 - Landing at Custom Airports
• Article 11 - Applicability of Air Regulations
• Article 12 - Rules of the Air
• Article 13 - Entry and Clearance Regulations
• Article 14 - Prevention of Spread of Disease
• Article 15 - Airport and Similar Charges
• Article 16 - Search of Aircraft

Nationality of Aircraft
• Article 17 - Nationality of Aircraft
• Article 18 - Dual Registration
• Article 19 - National Laws Governing Registration Article 20 - Display of Marks
• Article 21 - Report of Registrations

Measures to Facilitate Air Navigation

• Article 22 - Facilitation of Formalities
• Article 23 - Customs and Immigration Procedures
• Article 24 - Customs Duty
• Article 25 - Aircraft in Distress
• Article 26 - Investigation of Accidents
• Article 27 - Exemption from Seizure on Patent Claims
• Article 28 - Air Navigation Facilities and Standard Systems
Conditions to be fulfilled with respect to Aircraft
• Article 29 - Documents Carried in Aircraft
• Article 30 - Aircraft Radio Equipment
• Article 31 - Certificate of Airworthiness
• Article 32 - Licences of Personnel
• Article 33 - Recognition of Certificates and Licences
• Article 34 - Journey Log Books
• Article 35 - Cargo Restrictions
• Article 36 - Photographic Equipment

International Standards and Recommended Practices

• Article 37 - Adoption of International Standards and Procedures
• Article 38 - Departures from International Standards and Procedures
• Article 39 - Endorsements of Certificates and Licences
• Article 40 - Validity of Endorsed Certificates and Licences
• Article 41 - Recognition of Existing Standards of Airworthiness
• Article 42 - Recognition of Existing Standards of Competency of Personnel

The International Civil Aviation Organisation - The Organisation

• Articles 43 – 67 – ICAO’s functions

Airports and other Air Navigation Facilities

• Article 68 - Designation of Routes and Airports
• Article 69 - Improvement of Air Navigation Facilities
• Article 70 - Financing of Air Navigation Facilities
• Article 71 - Provision and Maintenance of Facilities by Council
• Article 72 - Acquisition or Use of Land
• Article 73 - Expenditure and Assessment of Funds
• Article 74 - Technical Assistance and Utilisation of Revenues
• Article 75 - Taking over Facilities from Council
• Article 76 - Return of Funds

Joint Operating Organisation and Pooled Services

• Article 77 - Joint Operating Organisations Permitted
• Article 78 - Functions of Council
• Article 79 - Participating in Operating Organisations

Final Provisions - Other Aeronautical Agreements and Arrangements

• Article 80 - Paris and Habana Conventions
• Article 81 - Registration of Existing Arrangements
• Article 82 - Abrogation of Inconsistent Arrangements
• Article 83 - Registration of New Arrangements
Disputes and Default
• Article 84 - Settlement of Disputes
• Article 85 - Arbitration Procedure
• Article 86 - Appeals
• Article 87 - Penalty for Non-Conformity of Airline
• Article 88 - Penalty for Non-Conformity of State

War & Annexes

• Article 89 - War and Emergency Conditions
• Article 90 - Adoption and Amendment of Annexes

Ramifications, Adherences, Amendments and Denunciations

• Article 91 - Ratification of Convention
• Article 92 - Adherence to the Convention
• Article 93 - Admission of Other States
• Article 94 - Amendment of Convention
• Article 95 - Denunciation of Convention

Signatures of the Chicago Convention

In Witness Whereof, the undersigned plenipotentiaries, having been duly authorised, sign this Convention on
behalf of their respective governments on the dates appearing opposite their signatures.
Done at Chicago, the seventh day of December 1944, in the English language. A text drawn up in the English,
French and Spanish languages, each of which shall be of equal authenticity, shall be open for signature at
Washington DC. Both texts shall be deposited in the archives of the Government of the United States of America,
and certified copies shall be transmitted by that Government to the governments of all States which may sign
or adhere to this Convention

A matter to which the Chicago Conference attached great importance was the question of the exchange of
commercial rights in International Civil Aviation. It was not found possible to reach an agreement satisfactory
to all, but the conference also set up two supplementary agreements - the International Air services Transit
Agreement and the International Air Transport Agreement - which bore on this subject; the first made provision
for aircraft of any signatory power to fly over or land for technical reasons in the territory of any other signatory,
the second provided further, among other things, for the carriage of traffic between the State of registration of
the aircraft and any other signatory State. As of Oct 1990, 100 nations had accepted the Transit Agreement and
11 States remain parties to the Air Transport Agreement.
The Convention on International Civil Aviation provided that ICAO would not come into being until the
Convention was ratified by 26 States (50% of attending States). In the meantime, a provisional organisation
(PICAO) was formed with advisory powers only, to operate until the permanent organisation was created.
PICAO functioned for 20 months until, on 4th April 1947, ICAO officially came into existence. At the invitation
of the Government of Canada, Montreal was chosen as the site for the Headquarters of the organisation.
In the 20 months of the provisional body's life, the foundation for an International organisation devoted to the
needs of civil aviation was laid and PICAO's 50 Contracting States took concerted action to provide and
maintain the facilities and services necessary for the operation of air services across national borders.
ICAO Documents and Publications
International Standards and Recommended Practices
Standards are regarded as necessary for the safety and regularity of international air navigation. Recommended
Practices are regarded as desirable (but not essential) in the interests of safety, regularity and efficiency of
international air navigation. These usually originate within ICAO Technical Divisions, in accordance with
Articles 37, 54 and 90 and are designated, for convenience, as Annexes to the Convention. Member States are
consulted and specifications developed by ANC and submitted to the Council for adoption. A standard must
receive a favourable vote of two thirds of the Council States who are given a specified time to disapprove and
if the majority disapprove, the standard is nullified. When the standard is approved, they become applicable at
dates set by the Council. Member States are called upon to implement the standards, or if they find it impractical
to implement it for any reason, they are obliged under Article 38, to notify ICAO that a difference exists between
the standards and their own national practices. The standard is then included in the appropriate Annex. Any
failure to comply with a standard must be notified to ICAO
The Annexes are the standards by which world-wide aviation functions. This international standardisation is
essential to the safe and efficient operation of aircraft. It should be recognised that the international impact of
standardisation emanating from ICAO can be significant for its effects the airworthiness of aircraft and also the
extensive facilities and services required to support aeronautical operations everywhere. These include
aerodromes, communications, navigational aids, meteorology, air traffic services, search and rescue,
aeronautical information services, etc.
Procedures for Air Navigation Services (PANS)
Developed by the ANC usually on the recommendation of Divisional type Air Navigation meetings and
approved by the Council for world-wide application. They contain, for the most part, operating procedures
regarded as not yet having attained a sufficient degree of maturity for adoption as SARPs, as well as material
of a more permanent character which is considered too detailed for incorporation in an Annex, or is susceptible
to frequent amendment, for which the process of the Convention would be too cumbersome.
Regional Supplementary Procedures (SUPPS)
Similar to PANS, but not intended for world-wide adoption, instead detailed procedural options for regional
application (e.g. flight over desert areas, mountains or the sea) or to promulgate a procedure of justifiable
operational significance, additional to, but not in conflict with existing provisions in the Annexes or PANS
Technical / Training Manuals
Provide guidance and information in amplification of the SARPs and PANS, the implementation of which they
are designed to facilitate
Air Navigation Plans
Detail requirements for facilities and services for international air navigation in the respective ICAO air
navigation regions. They are prepared on the authority of the Secretary General on the basis of recommendations
of regional air navigation meetings and of Council action thereon. The plans are amended periodically to reflect
changes in requirements and in the status of implementation of the recommended facilities and services
ICAO Circulars
Specialised information available to contracting states. Includes studies on technical subjects.
ANNEXES to the ICAO Convention on International Civil Aviation
Annex 1 - Personnel Licensing
• Licensing of flight crews, air traffic controllers and aircraft maintenance personnel

Annex 2 - Rules of the Air

Annex 3 - Meteorological Service for International Air Navigation

Annex 4 - Aeronautical Charts

Annex 5 - Units of Measurement to be used in Air and Ground Operations

Annex 6 - Operation of Aircraft

• Specifications which will ensure in similar operations throughout the world, a level of safety above a prescribed
minimum...
o Part I - International Commercial Air Transport - Aeroplanes
o Part II - International General Aviation - Aeroplanes
o Part III - International Operations - Helicopters

Annex 7 - Aircraft Nationality and Registration Marks

• Requirements for registration/identification marks

Annex 8 - Airworthiness of Aircraft

• Certification and Inspection of aircraft according to uniform procedures

Annex 9* - Facilitation

Annex 10 - Aeronautical Telecommunications

Annex 11 - Air Traffic Services

Annex 12 - Search and Rescue

Annex 13 - Aircraft Accident Investigation

• Uniformity in the notification, investigation and reporting of aircraft accidents

Annex 14 - Aerodromes

Annex 15 - Aeronautical Information Services

Annex 16 - Environmental Protection

Annex 17 - Security

Annex 18 - The Safe Transport of Dangerous Goods by Air

Annex 19 – Safety Management Systems

* All Annexes, except for one, are the responsibility of the Air Navigation Committee. Annex 9 is the
responsibility of the Air Transport Committee.
European and American Legislation Systems
A certification system is a complete set of interrelated disciplines designed to ensure the safe, expeditious and
economical operation of all aircraft flights. These well-defined disciplines involve the aircraft design process,
production, certification, flight operation & maintenance methods as well as the training, testing, qualification
and licensing of all flight/ground staff employed therein. The major elements of any Legislation System are
shown below:

Historical Background
To fully appreciate the differences between the European and American systems, it is worthwhile understanding
just how they ended up so different in the first place.
Just after WW II, commercial aviation was chaotic and disorganised. Every country had their own way of doings
things. Many different national standards of production, certification and maintenance proved to be an
inconvenient barrier to economic progress and safe flight operations.
Consequently, an initial group of 52 different countries gathered together at was is known as the Chicago
Convention 1947 in an attempt to address to problem. It proposed a set of aviation standards to be implemented
initially between themselves and ultimately, across the world. An entity called the International Civil Aviation
Organisation (ICAO) was established, to implement this world-wide standard. The Chicago Convention
document as it’s known, its associated Annexes and the International Standards and Recommended Practices,
were then published so that each member state could adopt them into their own legislation. However, since all
countries had the recognised sovereign right to make decisions about their own aviation regulations, mandatory
compliance with the 'Convention' was never the ICAO's intention. Even though much standardisation was
achieved and many countries had generally similar certification systems in place, it did not take long for many
small differences to appear.
Legislation Progression on both sides of the Atlantic
Within America, principles contained within the ICAO standards were adopted and published as own Federal
Aviation Regulations (FARs), controlled by the Federal Aviation Authority (FAA) The FARs are the regulatory
documents controlling all American Aviation. However, since America is geographically isolated from the rest
of the world, they could rely on these standards without having to compromise or make agreements with other
any country. As a result, the FARs have remained largely unchanged to date since their initial issue in the 1960s.
Similarly, European countries adopted the ICAO standards, unlike America however, there were separate
Aviation Authorities within each country, all with their own methods of doing the same Aviation tasks. All
world-wide countries would have continued with their own styles if there was not an important safety-related
feature built into ICAO’s Recommended Practices framework...
If an aircraft wished to fly internationally, it had to follow the regulations as laid down by the Aviation
Authority of the country it was over-flying or into which it was landing.
…Thus, compromise between countries had been 'forced' due to this requirement, so in that respect the overall
operational differences were levelled out as aircraft travelled around the world. However within the maintenance
& certification environments, the differences were very obvious and could have dangerous consequences. A
significant example is that American companies use imperial measurements whilst many European countries
use the metric system. Certification procedures utilised similar documentation, but with very different formats,
titles or limitations.
The first attempts by any European country to address this issue came about as England and France
manufactured the Concorde in the 1960s. Then during the 1970s and 1980s, several countries collaborated to
produce the Airbus. These ventures only addressed the differences in production and certification methods used
in each country, avoiding assembly problems. It wasn't until the late 1980s, early 1990's that Europe decided
that something had to be done to 'level the playing field' across the continent. The result was a European
Certification System... shown below:
The European Certification System
Initially, the Joint Aviation Authority (JAA) was set up to act as a regulatory body to oversee and direct the
activities of all member Aviation Authorities within Europe. It develops regulatory procedures that are adopted
by each member state, so that any certification done by an approved organisation within that state is 'mutually
recognised' by every other member state.
The JAA issued these regulations in the form of Joint Aviation Requirements (JARs). They consist of separately
issued/updated documents, each pertaining to a defined aviation discipline and containing the regulations for
that discipline. As already mentioned in these notes, the EASA has taken some legislation responsibilities over
from the JAA since 2003.
Each organisation that wishes to gain approval must follow strict guidelines as laid down within the relevant
legislation, and after a successful auditing procedure, is given approval for a specified time period. Repeated
audits verify the organisations continued adherence to the legislation.
A brief description of the main Parts relevant to certification...
Part-21 Certification Procedures for Aircraft, Products and Related Parts - covers the policies and
arrangements between the EASA and European industry applicants for product certification and
design/manufacturing approvals.
Part-66 Certifying Staff - covers the issue of an aircraft maintenance basic licence, also details the licensing
procedures and limitations for technical personnel, especially those employed in a Part-145 organisation.
Part-145 Approved Maintenance Organisations - details the organisational structure, facilities and operating
procedures for approved maintenance organisations, satisfying the requirement to maintain Commercial Air
Transportation GREATER than 5700kg operated by an AIR-OPS organisation.
Part-M Maintenance - similar to Part-145, except this pertains to Commercial Air Transportation LESS than
5700kg operated by an AIR-OPS organisation.
Part-147 Maintenance Training Organisations - details the organisational structure, facilities and operating
procedures for approved maintenance training, satisfying the Part-66 requirement for the conduct of basic and
type examinations as a basis for issue of the Part-66 AML
EASA-FCL Flight Crew Licensing - covers the approved training syllabus, licence issue/renewal procedures
and limitations of all flight crew licences for those employed by an AIR-OPS organisation to fly Commercial
Air Transportation.
AIR-OPS Commercial Air Transportation - Airline Operators - covers the operator's responsibility for
maintenance management, including the aircraft maintenance programme.
The American Certification System
The FAA was set up to act as a regulatory body to oversee and direct the activities of all nine Regional offices
(domestic regions) within the USA. The FAA issues these regulations in the form of Federal Aviation
Regulation (FARs). They consist of separately issued documents pertaining to a defined aviation discipline and
containing the regulations for that discipline. Their numbering system was used as a basis for the EASA system,
hence the similarities.
The approval of all maintenance organisations and airline operators is achieved on an individual basis rather
than issuing a set of regulations that must be followed in a specified way. It is up to each individual organisation
to come up with a method of complying with the regulations and submitting it to the FAA. If the proposal
conforms to the regulations in an acceptable manner, then that organisation is given permanent approval, unless
the company name or address is modified, or the approval has been invalidated.
If a large aircraft manufacturer/repair station such as Boeing, McDonnell Douglas, Cessna, etc. needed to change
their internal procedures for any reason, it would require a large financial effort on their part and the FAA to
renew their approval. Consequently, the greatest resistance to any FAA certification changes comes from these
organisations. A brief description of the main FARs relevant to certification...
FAR-21 Certification Procedures for Products and Parts - covers the policies and procedures for product
certification and design/manufacturing approvals.
FAR-65 Certification: Airmen other than Flight Crew Members - covers the issue of an aircraft maintenance
basic licence, including the syllabus requirements.
FAR-91 General Operating and Flight Rules - details the rules of the air, airspace definitions and operational
procedures for all general aviation. Also contains pilot and ground crew training guidelines.
FAR-121 Operating Requirements: Domestic Flag and Supplemental Operations - pertains to all other
aircraft not covered by FAR-125.
FAR-125 Certification and Operations: pertains to aircraft with more than 20 passengers or max payload
GREATER than 6000lbs.
FAR-145 Repair Stations - covers the organisational structure, facilities and operating procedures for approved
Repair Stations.
FAR-147 Aviation Maintenance Technician School - contains details of facilities, course content and training
required to gain practical experience in an aircraft orientated school environment.
See next page for a diagram showing how they ‘fit’ together…
Differences between the European & US Systems

American
Multi-choice questions are freely available for both
ground and flight crew licences
US airlines depend on an individual company's policies
and operating requirements to comply with FARs
Any FAA approved mechanic can sign a maintenance
release on any aircraft
Requires experience to keep a FAR-65 licence current
Does not require any work experience at all for initial
FAR-65 certification
FARs pertain to light aircraft and general aviation
FAA Parts 65 & 147 requires that some outdated
techniques still be taught, but does not include newer
technology training. Human Factors, Composites,
Avionics, Advanced NDT, etc., is taught at the discretion
of the schools
European
Multi-choice questions are kept confidential for all
ground and flight crew licences
EASA require they follow what is laid down in the
legislation and by regular auditing, a company’s
compliance is monitored
Only Part-66 licenced technicians with a type rating can
sign a release to service of that aircraft type within a Part-
145 organisation
Requires both experience and recurrent training to keep a
Part-66 AML
Theoretical, on-the-job training and work experience are
required for initial issue of a Part-66 AML
EASA pertain almost exclusively to Commercial Air
Transport
The Part-66 syllabus includes Human Factors,
Composites, Avionics, Advanced
NDT, etc.

In all, the EASA requires more training in certain technologies, has more training hours, has more licence
categories and aircraft-specific training before initial issue of a Part-66 basic licence. It publishes the
regulations, made legal by each member state and it is up to the organisations seeking EASA approval to
adapt their internal procedures so that they gain 'mutual recognition' from other member states. It helps to create
an economically level playing field, enhancing safety and competition throughout all European member states.
European Aviation Safety Agency (EASA)
The creation of the European Aviation Safety Agency contributes to establish and maintain a high and uniform
level of civil aviation safety in Europe. This system will also ensure a single European market for industry and
air operators without competitive disruption. The Agency additionally contributes to the Community objective
of reducing the environmental impact of aviation through the definition and application of technical
requirements that are in line with international standards.
Achieving European Harmonisation
European countries have long sought to harmonise their procedures and standards in the field of aviation safety,
through the Joint Aviation Authorities (JAA). The JAA acted as a co-ordinating body, relying on the good will
of national aviation authorities across Europe. At the same time the European Aviation Safety Agency was
given powers to implement this Community law where centralised action is more efficient. In such a context
common standards are more rapidly and consistently implemented throughout the EU.
An International Player
Aircraft are sold and operated in a global market. Harmonisation of standards is therefore required across the
world. The European Aviation Safety Agency works closely with its counterparts around the world, including
international organisations, such as the International Civil Aviation Organisation, to achieve this goal.

The Agency’s Main Tasks

Certification
On 28 September 2003, the Agency took over responsibility for the airworthiness and environmental
certification of all aeronautical products, parts, and appliances designed, manufactured, maintained or used by
persons under the regulatory oversight of EU Member States. This also includes all post-certification activities,
such as the approval of changes to, and repairs of, aeronautical products and their components, as well as the
issuing of airworthiness directives to correct any potentially unsafe situation. All type-certificates are therefore
now issued by the European Aviation Safety Agency, and are valid throughout the European Union.
Rulemaking
The Agency contributes to the production of all EU legislation related to the regulation of civil aviation safety
and environmental compatibility. It submits opinions to the European Commission and must be consulted by
the Commission on all legislative proposals in this field. Its experts have direct contact with all relevant actors,
and make use of the knowledge available within industry and national administrations across the European
Union. The Agency, in consultation with its stakeholders, adopts also so-called 'soft rules'. These are non-
binding standards, specifications and guidance material, to assist in the consistent application of EU legislation
across the European Union.
Quality & Standardisation
Where Community law is implemented at Member State level, the Agency assists the Commission in overseeing
its effective application and its uniform understanding. The necessary standards are therefore being developed
and maintained properly, uniformly and consistently across the European Union.
Accordingly, the Agency conducts inspections of undertakings as well as national authorities throughout the
EU, both to monitor the application of EU rules on aviation safety, and to assess the effectiveness of these rules.
The Agency also provides technical training, which is essential to achieve overall consistency and high level
standards.
Benefits to the Aviation Industry
A uniform system will bring advantages throughout European society. Citizens and passengers can be further
reassured that all civil aircraft have been designed, built, and maintained to the same high standards, no matter
where they are based. By ensuring the highest environmental standards are agreed and implemented throughout
Europe, the Agency will help to reduce environmental pollution and improve quality of life, particularly through
noise reduction.
For the aviation industry, common standards adopted by the Agency will bring legal certainty and simpler,
cheaper and quicker procedures for getting products and services onto the market and/or into the air.
Certification on the basis of the Agency's standards will be valid throughout the EU, promoting therefore free
movement of goods and services: a given product or part is approved for use throughout the EU, whereas a
maintenance organisation can offer its services across the Union.
It is also expected that the certification costs will be reduced for all organisations, whether European or not,
particularly in cases where multiple certificates from different countries have been needed in the past.

A European Agency for Aviation Safety

The European Aviation Safety Agency is key to translating aviation safety and environmental protection
objectives into reality. The Agency is an independent legal entity set up by the European Union.
The Agency assists the European Commission in preparing EU legislation on civil aviation safety and
environmental compatibility. It also develops its own standards (certification specifications and guidance
material) to facilitate the implementation of its objectives.
The Agency is responsible for the certification of aeronautical products - aircraft, engine parts and appliances -
and the organisations that design them to ensure that aircraft are airworthy and meet environmental standards.
It is also the one-stop-shop for the certification of foreign organisations that manufacture or maintain products
used by Community operators

Into the future...

The similarities between the FAA and EASA is not coincidental. Within the next 10 to 20 years, the differences
between these two major certification systems will be removed bit by bit, in an effort to align them both. The
obvious goal of this 'harmonisation' will be a true, world-wide standard where pilots, technicians, and even
aircraft maintenance/repair tasks can be moved freely from country to country for economic advantages, without
safety problems developing due to inconsistent certification procedures.