natgillin/translations-raw huggingface dataset:
It is obvious that such standards will have to be consistent with the obligations of Member states imposed by the Chicago Convention (Articles 5 (1), 5 (4) (j), 5(5) (d), (6 a (1), 6 b (1).
It is obvious that such standards will have to be consistent with the obligations of Member states imposed by the Chicago Convention (Articles 5 (1), 5 (4) (j), 5(5) (d), (6 a (1), 6 b (1).
4- Collective oversight (Article 7): Another feature of the proposal, which can be considered as the logical consequence of the creation of one large EU-aviation area, is the establishment of a co-operative obligation, shared between EASA and the Member States, to ensure the effective implementation of this Regulation and of the related standards
4- Collective oversight (Article 7): Another feature of the proposal, which can be considered as the logical consequence of the creation of one large EU-aviation area, is the establishment of a co-operative obligation, shared between EASA and the Member States, to ensure the effective implementation of this Regulation and of the related standards
5- Qualified entities (Article 9a) in charge with certification tasks on behalf of EASA or National Aviation Authorities need to comply with essential requirements specified in Annex V of the proposal.
5- Qualified entities (Article 9a) in charge with certification tasks on behalf of EASA or National Aviation Authorities need to comply with essential requirements specified in Annex V of the proposal.
Compliance is attested by an accreditation issued by EASA.
Compliance is attested by an accreditation issued by EASA.
6- Non punitive safety culture (Article 11a): Sources of information, including whistleblowers, are proposed to be given an adequate protection inn order to encourage the reporting of events whose analysis can improve safety by preventing the occurrence of accidents.
6- Non punitive safety culture (Article 11a): Sources of information, including whistleblowers, are proposed to be given an adequate protection inn order to encourage the reporting of events whose analysis can improve safety by preventing the occurrence of accidents.
7- International co-operation (Article 18): It is clear that as far as international relations are concerned, the Commission and EASA will play an important role although it must be pointed out that the lack of representation of the EU in ICAO is an anomaly: the EU as such is no member of this organisation but at the same time on the basis of EU-law shares or even has exclusive competence in most fields governed by the Chicago Convention.
7- International co-operation (Article 18): It is clear that as far as international relations are concerned, the Commission and EASA will play an important role although it must be pointed out that the lack of representation of the EU in ICAO is an anomaly: the EU as such is no member of this organisation but at the same time on the basis of EU-law shares or even has exclusive competence in most fields governed by the Chicago Convention.
8- EASA's structure and working methods:
8- EASA's structure and working methods:
The Commission proposes that representative of member states in the Management Board be appointed by the Council.
The Commission proposes that representative of member states in the Management Board be appointed by the Council.
It also suggests that the same member of votes be given to the Commission representative as all the Member States' representatives together (Article 28).
It also suggests that the same member of votes be given to the Commission representative as all the Member States' representatives together (Article 28).
This is a drastic change compared to the original text where the Commission representative had only one vote.
This is a drastic change compared to the original text where the Commission representative had only one vote.
Last it proposes the establishment of an Executive Board to prepare the work and decisions of the management Board.
Last it proposes the establishment of an Executive Board to prepare the work and decisions of the management Board.
9- EASA's funding: In Article 48, the Commission proposes additional possible budget resources, i.e. contributions from Member States third countries and "other entities".
9- EASA's funding: In Article 48, the Commission proposes additional possible budget resources, i.e. contributions from Member States third countries and "other entities".
It might be worthwhile to define this concept in order to avoid that. entities with direct commercial interests in aviation would contribute to fund EASA's budget and in doing so, endanger its independence.
It might be worthwhile to define this concept in order to avoid that. entities with direct commercial interests in aviation would contribute to fund EASA's budget and in doing so, endanger its independence.
III Comments
III Comments
· The Rapporteur wants to point out that he has a very positive view of this proposal which is a logical step following the adoption and entry into force of Regulation No 1592/2002.
· The Rapporteur wants to point out that he has a very positive view of this proposal which is a logical step following the adoption and entry into force of Regulation No 1592/2002.
The Commission proposes to extend the competences of EASA and after some years of functioning tries to correct and fine-tune some management ,budget and other procedures.
The Commission proposes to extend the competences of EASA and after some years of functioning tries to correct and fine-tune some management ,budget and other procedures.
All of the matters now falling or proposed to fall within the remit of EASA have been previously dealt with by the Joint Aviation Authorities ,a coordinating body with no legislating power.
All of the matters now falling or proposed to fall within the remit of EASA have been previously dealt with by the Joint Aviation Authorities ,a coordinating body with no legislating power.
Their decisions were of a non -binding nature leaving in some cases too much scope for the interpretation and the implementation of safety requirements.
Their decisions were of a non -binding nature leaving in some cases too much scope for the interpretation and the implementation of safety requirements.
· EASA has been set up to play the different and complex roles described in the first and second part of this explanatory statement and the Rapporteur strongly recommends to confer upon the Agency not only the theoretical but also real, practical powers to carry out the tasks it is entrusted with.
· EASA has been set up to play the different and complex roles described in the first and second part of this explanatory statement and the Rapporteur strongly recommends to confer upon the Agency not only the theoretical but also real, practical powers to carry out the tasks it is entrusted with.
Aviation is becoming a more and more complex matter and requires for the limited geographical area the EU and Europe is, often one single response were uniform safety standards at the highest possible level should be the our objective.
Aviation is becoming a more and more complex matter and requires for the limited geographical area the EU and Europe is, often one single response were uniform safety standards at the highest possible level should be the our objective.
EASA shall now be equipped with a structure, staff and a budget which prepares it for the future.
EASA shall now be equipped with a structure, staff and a budget which prepares it for the future.
For the Rapporteur, the safety issue is here the most prominent feature and with air traffic increasing for many years ahead it is important to have one strong body which is capable to cope with all the necessary tasks.
For the Rapporteur, the safety issue is here the most prominent feature and with air traffic increasing for many years ahead it is important to have one strong body which is capable to cope with all the necessary tasks.
Safety is the foremost objective and should not be jeopardized by conflicts of competence with the national aviation authorities.
Safety is the foremost objective and should not be jeopardized by conflicts of competence with the national aviation authorities.
These authorities to some extent lose some competences but on the other hand also increase with the proposed new article 7 on collective oversight and the mutual recognition of certificates.
These authorities to some extent lose some competences but on the other hand also increase with the proposed new article 7 on collective oversight and the mutual recognition of certificates.
· It has been signalled to the Rapporteur that EASA encounters some problems in recruiting the experienced staff it wants to recruit because of different problems such as: linguistic skills (EASA staff being EU - officials they are required to have the command of at least 2 foreign languages, whereas in international aviation the lingua franca is English; several potential senior staff members do not meet this criterion), salary (the EU -salaries are not always competitive enough to convince potential senior staff members to move or to change their actual job).
· It has been signalled to the Rapporteur that EASA encounters some problems in recruiting the experienced staff it wants to recruit because of different problems such as: linguistic skills (EASA staff being EU - officials they are required to have the command of at least 2 foreign languages, whereas in international aviation the lingua franca is English; several potential senior staff members do not meet this criterion), salary (the EU -salaries are not always competitive enough to convince potential senior staff members to move or to change their actual job).
The rapporteur urges EASA and the Commission to tackle this problem with the necessary creativity using the possibilities the Statute of EU - officials offer.
The rapporteur urges EASA and the Commission to tackle this problem with the necessary creativity using the possibilities the Statute of EU - officials offer.
Another worrying element is the fact that over the years it will be more and more difficult to recruit experienced staff from outside because the necessary competent staff within the national administrations partially will disappear.
Another worrying element is the fact that over the years it will be more and more difficult to recruit experienced staff from outside because the necessary competent staff within the national administrations partially will disappear.
This is because the associated competences have been transferred to EASA.
This is because the associated competences have been transferred to EASA.
The Rapporteur would like to stress the importance for EASA to create in-house the possibilities to transfer skills and give the necessary training to younger generations.
The Rapporteur would like to stress the importance for EASA to create in-house the possibilities to transfer skills and give the necessary training to younger generations.
· The Rapporteur fully supports the objective to extend the scope of the Regulation (EC) 1592/2002 also to Flight Crew Licencing which is also an important part of all the safety rulemaking activities now proposed to be performed by one single authority.
· The Rapporteur fully supports the objective to extend the scope of the Regulation (EC) 1592/2002 also to Flight Crew Licencing which is also an important part of all the safety rulemaking activities now proposed to be performed by one single authority.
This will streamline activities but also here budget problems should not hamper EASA's activities and initiatives in this field.
This will streamline activities but also here budget problems should not hamper EASA's activities and initiatives in this field.
A licence will be the expression and acknowledgment of flight crew's safety proficiency, will give them the necessary motivation and respect for their professional skills.
A licence will be the expression and acknowledgment of flight crew's safety proficiency, will give them the necessary motivation and respect for their professional skills.
· A problem of legal nature arises however with the more prominent role EASA will play in international relations.
· A problem of legal nature arises however with the more prominent role EASA will play in international relations.
At this moment EASA or the European Commission is not a member of ICAO (a UN - body dealing with global aviation matters).
At this moment EASA or the European Commission is not a member of ICAO (a UN - body dealing with global aviation matters).
Only the EU -Member States are member of these bodies, so there is a contradiction between the Commission and trough the Commission EASA getting more responsibilities in matters on which they only can negotiate in international fora via the EU- Member States.
Only the EU -Member States are member of these bodies, so there is a contradiction between the Commission and trough the Commission EASA getting more responsibilities in matters on which they only can negotiate in international fora via the EU- Member States.
· Finally, the Rapporteur wishes to point out that in the future it could be envisaged to extend further the scope of EASA's competences to area's such as air port security, flight security and ATM (Air Traffic Management) at this moment performed by EUROCONTROL.
· Finally, the Rapporteur wishes to point out that in the future it could be envisaged to extend further the scope of EASA's competences to area's such as air port security, flight security and ATM (Air Traffic Management) at this moment performed by EUROCONTROL.
for the Committee on Transport and Tourism
for the Committee on Transport and Tourism
on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EC) No 1592/2002 of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency
on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EC) No 1592/2002 of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency
General background
General background
The purpose of the current Commission proposal is to broaden the European Aviation Safety Agency’s scope by extending its remit to air operations, pilot licensing and third country aircraft and to amend Regulation 1592/2002 accordingly.
The purpose of the current Commission proposal is to broaden the European Aviation Safety Agency’s scope by extending its remit to air operations, pilot licensing and third country aircraft and to amend Regulation 1592/2002 accordingly.
This proposal seeks to address the following anomaly: while aircraft now enjoy complete freedom within a unified market, safety standards continue to vary between the Member States.
This proposal seeks to address the following anomaly: while aircraft now enjoy complete freedom within a unified market, safety standards continue to vary between the Member States.
Currently, responsibility for regulating air traffic standards in Europe falls on a number of bodies including the European Civil Aviation Conference (ECAC), the Joint Aviation Authority, the International Civil Aviation Organisation (ICAO) and Eurocontrol.
Currently, responsibility for regulating air traffic standards in Europe falls on a number of bodies including the European Civil Aviation Conference (ECAC), the Joint Aviation Authority, the International Civil Aviation Organisation (ICAO) and Eurocontrol.
These organisations are inter-governmental in nature and the rules decided are only applied if the States concerned wish to apply them.
These organisations are inter-governmental in nature and the rules decided are only applied if the States concerned wish to apply them.
They do not have any binding regulatory powers and the differences in standards can be considerable.
They do not have any binding regulatory powers and the differences in standards can be considerable.
Regulation 1592/02 has addressed the issue of standards in that it awards the EU exclusive responsibility for the airworthiness and environmental compatibility of aeronautical products, parts and appliances.
Regulation 1592/02 has addressed the issue of standards in that it awards the EU exclusive responsibility for the airworthiness and environmental compatibility of aeronautical products, parts and appliances.
The European Aviation Safety Agency was set up by the Regulation to assist the Commission in this task.
The European Aviation Safety Agency was set up by the Regulation to assist the Commission in this task.
The scope of the Regulation is quite specific in that it limits the Regulation’s span to aeronautical products.
The scope of the Regulation is quite specific in that it limits the Regulation’s span to aeronautical products.
When the Regulation was first adopted in 2002, however, it was acknowledged that the Regulation’s range may at some future point need to be extended.
When the Regulation was first adopted in 2002, however, it was acknowledged that the Regulation’s range may at some future point need to be extended.
Given that the main objective of the Regulation is to guarantee a high, uniform level of safety and provide a level playing field for Community air operators, there has always been a need to widen the scope of the Regulation.
Given that the main objective of the Regulation is to guarantee a high, uniform level of safety and provide a level playing field for Community air operators, there has always been a need to widen the scope of the Regulation.
Indeed, both the legislator and the Council gave the Commission an explicit mandate to submit a proposal to this end and to reconsider the question of third country aircraft.
Indeed, both the legislator and the Council gave the Commission an explicit mandate to submit a proposal to this end and to reconsider the question of third country aircraft.
The present proposal responds to this mandate, aiming at extending the scope of the Regulation.
The present proposal responds to this mandate, aiming at extending the scope of the Regulation.
If it is adopted, the EASA will be able to produce standards that can be uniformly applied throughout the EU.
If it is adopted, the EASA will be able to produce standards that can be uniformly applied throughout the EU.
Financial implications
Financial implications
The current Commission proposal concerns budget lines 06 02 01 01 and 06 02 02 02 -European Aviation Safety Agency - Subsidies to Titles 1, 2 and 3.
The current Commission proposal concerns budget lines 06 02 01 01 and 06 02 02 02 -European Aviation Safety Agency - Subsidies to Titles 1, 2 and 3.
The total reference amount given by the Commission is EUR 17 972 million in commitments and payments:
The total reference amount given by the Commission is EUR 17 972 million in commitments and payments:
n+5 and later
n+5 and later
Commitment Appropriations (CA)
Commitment Appropriations (CA)
Payment Appropriations (PA)
Payment Appropriations (PA)
Admin. exp. within reference amount
Admin. exp. within reference amount
Expenditure within Article xx 01 04 of Title xx.
Expenditure within Article xx 01 04 of Title xx.
Technical and administrative assistance (NDA)
Technical and administrative assistance (NDA)
Total reference amount
Total reference amount
If the administrative expenditure that is not part of the financial reference amount is included, the total indicative financial cost of the intervention amounts to:
If the administrative expenditure that is not part of the financial reference amount is included, the total indicative financial cost of the intervention amounts to:
TOTAL CA including cost of Human Resources
TOTAL CA including cost of Human Resources
TOTAL PA including cost of Human Resources
TOTAL PA including cost of Human Resources
The total number of human resources planned is 20 EASA temporary agents.
The total number of human resources planned is 20 EASA temporary agents.
In the interest of safety for all European citizens, your rapporteur is certainly in favour of granting the requested additional resources to the European Aviation Safety Agency so that it can provide high, uniform, and legally binding, aviation safety standards for air operations, pilot licensing and third country aircraft.
In the interest of safety for all European citizens, your rapporteur is certainly in favour of granting the requested additional resources to the European Aviation Safety Agency so that it can provide high, uniform, and legally binding, aviation safety standards for air operations, pilot licensing and third country aircraft.
You rapporteur considers the amounts involved in the Commission proposal, of approximately additional EUR 3 million per year for the Agency, well justified.
You rapporteur considers the amounts involved in the Commission proposal, of approximately additional EUR 3 million per year for the Agency, well justified.
The administrative share of the total costs is in proportion.
The administrative share of the total costs is in proportion.
The reference amount will be compatible with the ceiling of heading 1a of the new multiannual financial framework (MFF) (Amendment 1).
The reference amount will be compatible with the ceiling of heading 1a of the new multiannual financial framework (MFF) (Amendment 1).
Given the effects and consequences that changes in the task list can have on the resources necessary for an agency, your rapporteur thinks it highly desirable to get a clear picture of which of the agency's tasks and mandates have changed in comparison with the previous years.
Given the effects and consequences that changes in the task list can have on the resources necessary for an agency, your rapporteur thinks it highly desirable to get a clear picture of which of the agency's tasks and mandates have changed in comparison with the previous years.
Changes in the task list should therefore be clearly indicated in the work programme and in the annual general report of the agency (Amendments 2 and 3).
Changes in the task list should therefore be clearly indicated in the work programme and in the annual general report of the agency (Amendments 2 and 3).
The Committee on Budgets calls on the Committee on Transport and Tourism, as the committee responsible, to incorporate the following amendments in its report:
The Committee on Budgets calls on the Committee on Transport and Tourism, as the committee responsible, to incorporate the following amendments in its report:
Considers that the reference amount indicated in the legislative proposal must be compatible with the ceiling of heading 1a of the new multiannual financial framework (MFF) and with the provisions of point 47 of the Interinstitutional Agreement of 17 May 2006 between the European Parliament, the Council and the Commission on budgetary discipline and sound financial management
Considers that the reference amount indicated in the legislative proposal must be compatible with the ceiling of heading 1a of the new multiannual financial framework (MFF) and with the provisions of point 47 of the Interinstitutional Agreement of 17 May 2006 between the European Parliament, the Council and the Commission on budgetary discipline and sound financial management
OJ C 139, 14.6.2006, p.
OJ C 139, 14.6.2006, p.
Proposal for a regulation
Proposal for a regulation
ARTICLE 1, POINT 19(A)(I) Article 24, paragraph 2, point (b) (Regulation (EC) No 1592/2002)
ARTICLE 1, POINT 19(A)(I) Article 24, paragraph 2, point (b) (Regulation (EC) No 1592/2002)
(b) adopt the annual general report on the Agency’s activities and forward it by 15 June at the latest to the European Parliament, the Council, the Commission, the Court of Auditors and the Member States; acting on behalf of the Agency, it shall forward annually to the budgetary authority any information relevant to the outcome of the evaluation procedures;
(b) adopt the annual general report on the Agency’s activities and forward it by 15 June at the latest to the European Parliament, the Council, the Commission, the Court of Auditors and the Member States; acting on behalf of the Agency, it shall forward annually to the budgetary authority any information relevant to the outcome of the evaluation procedures;