曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

good product even better by increasing its quality,
efficiency and effectiveness: not only through
a systematic evaluation of our customer feedback
mechanism but also through an internal standardisation
and training process. Another activity with
the same aim is our endeavour to become ISO 9001
certified. We also plan to increase the number of
product audits: this would ensure standardisation
both at system and product level. The extension
of our competences also poses some challenges, as
the level of harmonisation and cooperation is quite
different from the field of airworthiness.
My overarching objective is to be able to generate
a global picture of a State’s safety performance
through a phased approach. The first phase comprises
so-called combined standardisation visits to
establish a baseline of comprehensive information
on a State’s safety system. Combined visits, however,
involve large teams and are very cumbersome
for both the national authorities and our teams.
We are therefore working on a new concept, the
Continuous Monitoring Approach (CMA), which
will constitute the second phase. The main idea is
to increase the level of integration and cooperation
with the National Aviation Authorities (NAAs) so as
to be able to keep the relevant safety information
continuously up-to-date. The CMA will incorporate a
risk-based planning mechanism that will allow us to
tailor our inspections in terms of scope, depth and
interval to identified risk levels. I firmly believe the
new concept will go a long way towards increasing
the quality, efficiency and effectiveness of the standardisation
process. The aim is to bring this system
perfectly in line with ICAO’s concept so that ICAO
can rely on our activities to a very large extent.
How does the cooperation with Member States
work in the context of standardisation activities?
A good and trustworthy relationship with the
Member States is for me one of the most essential
prerequisites for our success. That is why we involve
Member States directly in our activities, apart
from the intensive cooperation during a standardisation
visit or its follow-up phase. We train
standardisation inspectors from NAAs and have
them participate in standardisation visits as team
members. This not only supports us tremendously
in our work, it in itself bears a standardisation
effect. The team members apply their acquired
knowledge normally in their own administration
in order to be better prepared when it is their
turn to be audited. Secondly, we perform annual
standardisation meetings which allow Member
States to share and discuss their experience and
come up with acceptable solutions. Both activities
consititute a proactive standardisation approach,
which is a better way of reaching our objectives
than through standardisation findings. We do not
perceive ourselves as policemen, although in some
instances we have to take appropriate measures.
We rather want to be seen as a coach who assists
and explains in order to reach objectives. This
however requires the right atmosphere and a lot
of good will on the part of Member States, which
we fortunately find in most of the cases. For the
future implementation of the CMA we are planning
to take our partnership to the next level. We
want to establish a platform that would allow us
to exchange safety related information in a more
efficient manner and to tailor our resources and
activities to identified risks. The active participation
by Member States is essential in this respect.
How will a smooth transition from the JAA to the
EASA framework be ensured in the field of Standardisation?
This is our objective for the first extension to the
fields of Flight Operations and Flight Crew Licensing.
With the closure of the JAA the Agency inherited
certain responsibilities in the fields of OPS and
FCL to bridge the gap until the Implementing Rules
to the Basic Regulation enter into force. In order
to fulfil these new obligations, two new sections
were established by my predecessor François Janvier.
This allows us to continue JAA standardisation
visits and assist in the transition. Not only do we
share our field experience with our colleagues
from Rulemaking, we will also accompany the
implementation activities on the part of Member
States right from the moment the new rules become
applicable and assist if necessary.
The next step for the Agency are the areas of
ATM/ANS and aerodromes. What will be the role
of Standardisation?
　
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本文鏈接地址：EASA-Newsletter-issue-4(4)