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5.0 Ligh t aircraft, aircraft below 2 250kg MTOM
fatal accidents
non-fatal accidents
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Annual Safety Review 2008
Your safety is our mission.
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categories in non-fatal accidents. These
categories also show a high proportion
of fatalities relative to the total number of
accident.
The high number of accidents classified as
‘other’ is an indication of weakness in the
taxonomy, whereas the high number
of ‘unknown’ may reflect the difficulty of
analysing accidents in aircraft not usually
equipped with recording equipment.
Although it is not possible at present to have
reliable exposure rates for EASA MS, the
number of accidents (over 1,100 per year) and
the number of related fatalities (from 216
to 238) are a cause for concern. An accurate
estimate of flight hours or movements is
needed to allow a meaningful analysis of data,
compared to those for large aircraft.
With only three years of data available no
trend could be developed. Further, analysis of
causes was limited by the lack of complete
data from states. It was expected that in 2009
complete data on the majority of the accidents
in 2006/2007 would be available. This was not
the case. Without timely availability of
investigation results, without complete and
timely provision of data by states, the Agency
cannot present a complete picture of all
aspects of the safety of aviation in Europe.
The Agency will continue to cooperate with its
Member States to improve the picture.
5.0 Ligh t aircraft, aircraft below 2 250kg MTOM
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Annual Safety Review 2008 European aviation safety agency
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Your safety is our mission.
6.0 Agency’s safety actions
Promoting and maintaining a high uniform level of safety and
environmental protection is the Agency’s main objective. To achieve this
goal, EASA engages into several safety related activities among which
are certification, rulemaking and standardisation. These activities are
reflected in its organisational structure through relevant directorates. The
Certification Directorate is responsible, among others, for the certification
of new or existing aircraft, engines and systems. Among the activities of
the Rulemaking Directorate is the drafting of new or amendments
to existing regulations pertaining to aviation safety. The Standardisation
Directorate aims at standardising and maintaining safety levels in all
EASA MS. To this end, this directorate among others performs inspections
of civil aviation authorities, aircraft operators and other stakeholders
in the aviation industry.
6.1. Standardisation
The Agency’s inspections during 2008
have shown that the standardisation process
has become quite mature for Initial and
Continuing Airworthiness where Commission
Regulation EC 736/2006 provides a robust
framework for the monitoring of the regulation’s
implementation by the Member States, well
articulated with the Basic Regulation 216/2008
and the Implementing Rules (2042/2003 and
1702/2003). Nonetheless there is still the need
for significant improvements in the areas of
operations, Flight Synthetic Training Devices
and flight crew licensing. Here the Implementing
Rules have not been issued yet and the JAA
system is in a declining phase and will disappear
on 30 June 2009.
Annual Safety Review 2008
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European aviation safety agency
Within the EU legal framework, the number
of inspections (13 in Initial Airworthiness, 26 in
Continuing Airworthiness) determined through
a risk-based approach, has remained quite stable
compared to the previous year.
The Initial Airworthiness domain confirms
the status of the previous years, showing a
satisfactory and uniform level of understanding
and implementation in all involved countries.
In the Continuing Airworthiness domain
(CAW), where all Member States exercise their
competences, despite a general average
improvement, the uniform and proper
implementation of the rules still needs further
efforts. This confirms the CAW status of the
previous years.
It is worth noting that the number of
non-conformity findings per number of
inspections has significantly decreased in both
fields. This is because in 2008 a full second
cycle of inspections was initiated. It is evident
that, by the beginning of the entry into force of
EC 736/2006, the standardisation process has
had a significant impact in helping the NAAs to
comply with the EU regulations. This is
　
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