Interim Report - Introduction - EASA

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INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B <strong>EASA</strong>.2009.OP.21 explanation, or guidance material. The impact would be clearer instructions for NAAs to take some notice of how effective operators are at influencing the standards set by service providers. AMC 3 AR.GEN.305 Monitoring of activities OPS 1. The competent authority should establish a schedule of inspections appropriate to each operator's business. The planning of inspections should take into account the results of the hazard identification and risk assessment conducted and maintained by the operator as part of the operator’s management system. Inspectors should work in accordance with the schedule provided to them. Assuming that the operator’s SMS is effective and suitably resourced, this AMC could be effective. However, unless NAAs are specifically looking to learn whether operators are collecting adequate safety data from service providers with which to effectively identify all hazards, the effects of this AMC will be less than desired. Similarly, to limit (in this respect) inspections to only cover the results of an operator’s hazard identification and risk assessment system, deters the NAA scope to inspections in response to valid safety data attained from elsewhere. It may help to define clearly that inspections programmes ought to take account of any relevant safety data regardless of source (eg FAA, FSF, ERA, other operators etc). A dedicated safety initiative would help to inform NAAs of the hazards that exist in the Industry. This would have the effect of NAAs helping to cross-fertilise best-practices across operators. AMC to AR.OPS.300 Certification procedure OPS PROCEDURES FOR THE APPROVAL OF CARRIAGE OF DANGEROUS GOODS The competent authority should verify that: 1. the applicant is in compliance with the applicable requirements and recognized standards; 2. the procedures specified in the procedures manual are sufficient for the safe transport of dangerous goods; 3. operations personnel is properly trained; and 4. a reporting scheme is in place. This is shown as an example, if de-icing / anti-icing was ever considered as requiring special airsight GmbH - 54 -
INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B <strong>EASA</strong>.2009.OP.21 operations approval. The NAA could verify compliance with recognised standards (AEA etc), and that the operator’s own procedures (as per the OM) and contracts with service providers were sufficient. It would also allow the NAA to verify the operator’s winter operations training programme was effective and ensure that the operator was actively collecting safety data from service providers. This would require NAA effort and investment; it would also raise the issue that where special operations approval was not granted that an operator would not be able to operate effectively in conditions of contamination. airsight GmbH - 55 -
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Research Project EASA.2009/4 Regula
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EASA.2009.OP 21 Study on the regula
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INTERIM REPORT - INTRODUCTION EASA.
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INTERIM REPORT - DATA SUMMARY AND A
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INTERIM REPORT - OPTIONS FOR CHANGE
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Interim Report - Introduction - EASA

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