WRITTEN QUESTION E-0540/02 by Christopher Heaton-Harris (PPE-DE) to the Commission. Defective planes.
Date: 2002-02-28
Institutions: European Parliament, Provisional data
Subjects: Italy, air safety, civil aviation, illicit trade, spare part, used goods

C 172 E/186

Official Journal of the European Communities

EN

18.7.2002

(2002/C 172 E/196)

WRITTEN QUESTION E-0347/02

by Mario Borghezio (NI) to the Commission

(12 February 2002)

Subject: Air safety and illegal trading in used spare parts

It has emerged from an investigation carried out in Italy that a huge trade in recycled used spare parts for
civil aircraft is going on under the auspices of the Panaviation company, and it is reported that such parts
are still available for purchase via the Internet.

There is apparently even a possibility that certain serious air crashes which have occurred recently were
caused through the use of used or unsuitable parts for which a forged certificate had been issued.

What urgent action is the Commission intending to take in order to ensure that national and international
civil-aviation monitoring bodies carry out appropriate checks promptly in order to ascertain from the
airlines which aircraft have been fitted with spare parts or other equipment of dubious origin, so that steps
can be taken to prevent those aircraft from being used to operate civilian flights from any European
airport?

Does the Commission not also think that an investigation into the above-mentioned illegal trade should be
carried out throughout Europe?

(2002/C 172 E/197)

WRITTEN QUESTION E-0378/02

by Alexandros Alavanos (GUE/NGL) to the Commission

(19 February 2002)

Subject: Dangerous used spare parts for aircraft

The Italian aviation authorities have revealed that American and Italian companies were marketing old,
defective and recycled spare parts for aircraft. The problem reportedly affects 2 % of aircraft and it is
estimated that such unsuitable spares may be responsible for 10 % of recent aviation accidents.

1.

2.

Are there any specifications with which airlines should comply in purchasing their spare parts?

Are there airlines which use such spare parts?

3. What measures will the Commission take to tackle this problem in a coordinated manner?

(2002/C 172 E/198)

WRITTEN QUESTION E-0540/02

by Christopher Heaton-Harris (PPE-DE) to the Commission

(28 February 2002)

Subject: Defective planes

Can the Commission state what action it has taken with regard to the recent scandal involving the sale of
defective aircraft parts in Italy? In particular, are there any investigations ongoing into the activities of the
company ‘Panaviation’?

What contact has the Commission had on this subject with the Italian Government?

18.7.2002

EN

Official Journal of the European Communities

C 172 E/187

Joint answer
to Written Questions E-0347/02, E-0378/02 and E-0540/02
given by Mrs de Palacio on behalf of the Commission

(4 April 2002)

The problem of non-standard spare parts is an issue the American aeronautical authorities are already well-
acquainted with; to tackle this problem, they have in the past launched various initiatives which have been
taken over by several European aeronautical authorities.

Given this background, the announcement by the Italian police that Airbus A300 components resulting
from the ‘cannibalisation’ of out-dated aircraft had been seized, implicating three companies (Panaviation,
New Tech Italia and New Tech Aerospace), is to be deplored although it did not come as a surprise.

The main components of aircraft are subject to a certification procedure and their lifespan is often limited
(either in time or in terms of flight hours). Aircraft components are also documented so that their origin
and history can be traced.

Unfortunately, as in any sector where important financial interests are at stake, falsification is possible.
Indeed, the prices of aircraft components are such that illegal trading in non-certified spare parts or parts
salvaged from out-dated aircraft can prove very lucrative.

the
The problem is therefore very real and aviation authorities are aware of
Commission will take particular care to ensure that, when the European Aviation Safety Agency (EASA)
is set up, certification procedures for aircraft components take particular account of the falsification issue.

this. Consequently,

This will consist in a detailed review of Part 21 (aircraft and spare parts certification) of the existing Joint
Aviation Authorities (JAA) procedures, which will form the basis for the rules on implementing the EASA
that the Commission will be drawing up.

The Commission is determined not to allow air security to be weakened in this way. This cannot, however,
be a substitute for the efforts the Member States should be making, since it is they that have the penal
powers in the fight against the falsification of certified parts and of documents in general.

(2002/C 172 E/199)

WRITTEN QUESTION E-0349/02

by Bartho Pronk (PPE-DE) to the Commission

(12 February 2002)

Subject: Use of European Union driving licence in the Netherlands

EU citizens who remove from another Member State to the Netherlands are required, within one year of
the date of settlement, to exchange their original driving licence or to register it with the Netherlands
authorities. The Netherlands bases itself in this connection on Article 108h of its 1994 Road Traffic Act.

The Netherlands is here expressly circumventing Article 8 of Directive 91/439 (1),
together with an
interpretation of the directive as handed down by the Court of Justice in the Awoyemi case (C-230/97),
where the Court expressly refers to the possibility of driving a motor vehicle with a driving licence issued
by a third Member State.

1.
Does the Commission agree that Article 108h of the 1994 Road Traffic Act and the associated
implementing arrangements conflict with the law in force as laid down in Article 8 of Directive 91/439,
and in particular the Awoyemi case (C-230/97), as pointed out by the European Court of Justice?

2.
The compulsory registration or exchange of a driving licence issued by a third Member State is a rule
that has been left over from Directive 80/1263 (2). But Article 13 of Directive 91/439 stipulates that the
said Directive 80/1263 had lapsed as of 1 July 1996. Does the Commission agree that the corresponding
national law provision in Article 108h of the 1994 Road Traffic Act consequently must also have lapsed?