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SEPTEMBER 2 – The Air Transport Association, the Department of Homeland Security and the Department of Transportation today announced that the airline industry has launched “Operation Air Care” to provide emergency airlift to more than 25,000 New Orleans residents stranded in the wake of Hurricane Katrina. “This extraordinary civilian airlift is unprecedented in U.S. history, and is a shining example of how America can come together to help those in need,” said ATA President and CEO James C. May. “Our member airlines have willingly offered to help the federal government get the job done and we will continue these efforts until they are no longer needed.” “DHS is eternally grateful to the airlines for their immediate and generous contribution to helping us to bring the victims to safety,” said Deputy Secretary of Homeland Security Michael Jackson. "We've cleared the runways and are watching the skies to make sure these humanitarian flights get in and out safely," said Secretary of Transportation Norman Y. Mineta. "From the moment Hurricane Katrina passed, the DOT has been working around the clock to put the people and equipment in place to sustain a massive airlift operation." The plan, which was finalized Thursday, allowed the first flight to New Orleans at 8 a.m. Participating airlines will provide aircrafts and service to airlift evacuees. Flights will depart from Louis Armstrong New Orleans International Airport to sites designated by the Federal Emergency Management Agency, such as Lackland Air Force Base in San Antonio, Texas. Passenger carriers participating in this effort include Alaska, America West, American, ATA, Continental, Delta, JetBlue, Northwest, Southwest, United, US Airways, and Air Canada. Cargo carriers also are providing support, including ASTAR Air Cargo, FedEx and UPS Airlines. This all-volunteer effort is being coordinated by the Air Transport Association and its member carriers, who are providing aircraft and crews who have volunteered their time to this incredible effort. The Air Transport Association is the trade group representing the nation’s leading airlines. ATA members transport more than 90 percent of all passengers and cargo in the United States. For further information, please visit: http://www.airlines.org
WASHINGTON, DC, September 12, 2005 – The National Business Aviation Association (NBAA) today announced the release of the NBAA National Airspace System Status Briefing (NASSB), a user-friendly, web-based product that provides valuable, real-time information for anyone involved in flight operations. The NASSB, which is available to all Members for a subscription fee, was developed by the NBAA GA Desk at the FAA Air Traffic Control System Command Center. The product gives Members an instant snapshot of domestic ATC traffic management initiatives and restrictions, providing Members the ability to quickly generate bulletins that can assist in making operations in the national airspace more manageable and efficient. Feedback from NBAA Members and fixed based operators (FBOs) who tested the NASSB prototype over the past year has been overwhelmingly supportive. Users report that the NASSB is an excellent way to assist FBOs and flight department personnel with general ATC and delay information. The National Airspace System Status Briefing provides up-to-date information about:
After completing the initial subscription and registration process, Members select an ATC departure point from the ATC Center overlay screen (e.g., ZHU – Houston Center). The query then produces a center-specific National Airspace System Status Briefing containing the information detailed in the above list. The first two months are available for an introductory price of $40 per month. To activate and start using the NASSB product immediately, visit the NASSB Subscription web page at https://secure.nbaa.org/member/ops/nassb/.
New maintenance licences for large aircraft are to be issued across Europe solely in accordance with Annex III of the Regulation 2042/2003 (Part 66, issuance of aircraft maintenance licences). Existing national licences will have to be converted within a year. The transition period in which Member States could derogate from this rule ended on 28 September 2005. Member States and their competent authorities are responsible for the enforcement of this Regulation to the standard legally required. The role of the European Aviation Safety Agency is to make sure that the Regulation is implemented in a harmonised way throughout Europe. The Agency is closely monitoring the implementation of Part 66 (issuance of aircraft maintenance licences) and Part 147 (maintenance training and examination organisations). The purpose is to avoid differences in interpretation and to achieve a level playing field across Europe (25 EU Members + Iceland and Norway). Improvement is measured through standardisation inspections, review with National Aviation Authorities and feedback from stakeholders. The Agency will also launch dedicated investigations in countries where difficulties appear in the implementation of rules. The outcome of these initiatives will be presented at regular intervals in ad-hoc meetings and on the EASA website. For further information, please visit: http://www.easa.eu.int
Brussels, Belgium – EUROCONTROL, the European Organisation for the Safety of Air Navigation, together with stakeholders from across the aviation industry has agreed on the outlines of a new air-ground safety action plan to address the safety issues in this field. At a workshop held 30 September 2005 at EUROCONTROL’s premises in Brussels some 200 participants from a wide range of organisations and countries agreed on the key issues that the plan must address. These include call-sign confusion, undetected simultaneous transmissions, radio interference, use of standard phraseology and prolonged loss of communication. EUROCONTROL will now intensify its work on causal factors for these issues, and to establish remedial measures. “Air-ground communications issues are among the key safety risk areas in air traffic management and for this reason we need to redouble our efforts to address them urgently,” said Tzvetomir Blajev, Safety Expert at EUROCONTROL. “At the same time, by improving air-ground communications, we will help to improve the productivity of air traffic management – a win-win situation where we can address both safety and efficiency at the same time.” For further information, please contact:
WASHINGTON, D.C. – National Air Traffic Controllers Association President John Carr today proposed that both NATCA and Federal Aviation Administration contract negotiators agree to allow private arbitrators to settle any issues that the parties cannot reach agreement on independently and voluntarily. “This might prove to be the most expeditious format for resolving any disputes because, as a voluntary agreement between the parties, the arbitrator’s decision would be binding upon us, with no potential for protracted legal proceedings,” Carr said. In a letter to Joseph Miniace, the Federal Aviation Administration deputy assistant administrator for strategic labor management relations, Carr rejected Miniace’s calls for establishing an arbitrary and artificial ending date for negotiations as well as his other proposals as another example of the agency attempting to release itself from a signed agreement. This time, Carr said, Miniace’s proposals violate the parties’ ground rules agreement that was signed before the current negotiations began. Carr called a letter from Miniace last week that outlined the agency’s proposals, “unique in its novelty; that is, a written offer to renege. Imagine my surprise. The FAA is famous for negotiating in good faith, signing purposeful agreements, and then running like hell from them. We were thinking perhaps the agency would try something new for a change. We call it, ‘living by your signed agreements.’ I encourage Miniace to at least become vaguely familiar with the ground rules agreement. We will be using it for the remainder of these negotiations.” Carr also said he senses an effort by the agency to rush toward an “artificial and illegitimate impasse.” “I am at a genuine loss to comprehend this false urgency on the part of the agency when it is an established legal precept that an impasse does not destroy the collective bargaining relationship,” Carr said. “I must presume that Miniace, as a seasoned labor relations professional, is as aware as I that an impasse is not the end of collective bargaining – rather, as a recurring feature in the bargaining process, impasse is only a temporary deadlock or hiatus in negotiations – and that he will enlighten others at the agency of the futility and folly of attempting to rush toward impasse.” Carr concluded his letter to Miniace by stating that he believes a voluntary agreement is within reach. But, he added, “I think that private mediation/binding arbitration is the most efficient way to conclude any subjects on which the parties cannot reach resolution.” For further information, please visit: http://www.natca.org
MONTREAL, 26 August 2005 – The President of the Council of the International Civil Aviation Organization (ICAO), Dr. Assad Kotaite, today issued a call to the 188 Contracting States of the Organization to focus their collective energies on eliminating remaining systemic deficiencies in the global air transport system, some of which may have contributed to five major accidents in August. Four of these accidents claimed at least 330 lives. “The global aviation system is fundamentally safe. The year 2004 was the safest in terms of fatalities since the creation of ICAO in 1944 and the second lowest in terms of the number of accidents, yet the current month is one of the worst in history. We owe it to the citizens of the world to address this situation in a globally aggressive, coordinated and transparent manner. “ICAO and its Contracting States recognize that it takes more than rules and standards to prevent accidents. They must be implemented and enforced. In addition, States must fulfil their responsibility to establish national safety oversight systems, which involves close and constant scrutiny of all components of a State’s aviation infrastructure. This include airlines, airports, air navigation systems, as well as aviation legislation and civil aviation administrations. “There must also be an unobstructed flow of safety-related information by everyone involved in air transport, at every level and across every safety discipline. At the same time, airlines and regulators must put in place safety management systems that can make use of this information in order to take action before an accident occurs. “ICAO has taken a leadership role in all of these areas. “In 1999, the Organization created the Universal Safety Oversight Audit Programme (USOAP) to help States assess the effectiveness of their safety oversight systems, as well as the implementation of ICAO Standards and Recommended Practices (SARPs), associated procedures, guidance material and safety-related practices. Summary reports of audited States were given to all other States for them to judge for themselves the level of safety of any Member State and to take the action they felt necessary. “Beginning this year, USOAP is being expanded using an overall systems approach that will help States develop stronger internal processes to respond to safety threats. Rather than summary reports, complete safety oversight audit reports will be made available to all Contracting States, including audit findings, recommendations, a State’s subsequent action plan of corrective measures, as well as the Organization’s comments on the State’s action plan. This greater transparency should encourage concerted action on the implementation of corrective measures.
“Last week, procedures for the application of Article 54 j of the Convention on International Civil Aviation were communicated to all Contracting States in order to deal with States having significant compliance shortcomings with respect to ICAO safety-related standards. Article 54 j stipulates that if a State fails to carry out a recommendation of the ICAO Council, the Organization can communicate the shortcomings to all other Contracting States. “In the Fall of 2005, ICAO will consider the adoption of standards for setting up safety management systems. Guidance material and tools will be circulated among States to enable them to set up the systems in the most efficient way throughout organizations involved in air transport. “Given the forecast for sustained growth of air transport in the coming years, it is essential that all Contracting States of ICAO cooperate in reducing the rate of accidents worldwide. Effective safety oversight systems and transparency in the greater sharing of information is how we can best achieve this objective.” For further information, please visit: http://www.icao.int
To mark the FAI's Centenary, a formation of three helicopters with 12 people on board left Rouen (FRA) on Sunday 21 August 2005, after the closing ceremony of the 12th FAI World Helicopter Championship, to fly to the FAI Headquarters in Lausanne. En route, when passing abeam Paris, they saluted FAI's birthplace. The formation comprised a Swiss-registered Robinson R-44 and two aircraft from Germany, a Eurocopter EC-120 and a Hughes 500. All the pilots were World Championship team members with great experience, enabling them to negotiate the Jura mountains in bad weather safely and succesfully.
The link between 1905 and 2005 was symbolised by displaying the old and the new FAI flags, signed by all participating crew members. Present at a rainy La Blécherette Airport in Lausanne to greet the crews was Mr Jean-Jacques Schilt, the Municipal Councillor responsible for sport and former Mayor of Lausanne at the time FAI moved to the city in 1998. At a dinner given in his honour, FAI Rotorcraft Commission (CIG) President David Hamilton presented a commemorative trophy to Mr Schilt (made from a piece of helicopter rotor-blade) in recognition of the City's great support for sporting aviation and for FAI and helicopter sport. Participating pilots and crew members were : H. Gesang, M. Stoschek, G. Zimmer, L. Oehler, M. Bruns (GER); J.-D. Berthod, A. Kollep, C. Chatelan, N. Sapin (SUI). CIG President David Hamilton, New Zealand CIG Delegate Roger Gault and FAI Secretary General Max Bishop were also on board for the centenary flight. The new World Helicopter Champion is Vladimir Zyablikov (RUS) with his crew member Vladimir Gladchenko, and the Women's World Champion is Caroline Gough-Cooper (GBR) with her crew member Imogen Asker.
Pictures provided and copyrighted by FAI - JMB
European Commission regulations require that by 28 September 2008, all aircraft subject to regulation under the auspices of the European Aviation Safety Agency (EASA) must have a non-expiring Certificate of Airworthiness (C of A) made valid by an Airworthiness Review Certificate (ARC). To ensure compliance with these regulations, after 28 September 2005 the CAA will not be able to issue three year expiring certificates of airworthiness to affected aircraft. Affected aircraft are those of a type classified as EASA aircraft in the CAA Civil Air Publication 747, Mandatory Requirements for Airworthiness, which is available on the CAA web site. A CAA Airworthiness Notice explaining this change was issued in April 2004. It confirmed that after 28 September 2005, Certificates of Airworthiness would be issued by the CAA with a validity period of one year. However, to ease the transition for owners and operators of affected aircraft, where the validity of the C of A comes into force between 28 September 2005 and 28 September 2006, instead of a one year, a two-year period of validity can be issued if requested. Upon expiry of that C of A, the CAA will, subject to further application, issue a non-expiring C of A and an ARC, which is valid for one year. More information on the additional renewal option can be seen on the Applications and Certifications section of the CAA web site at: http://www.caa.co.uk/default.aspx?categoryid=720
Paris, 29 August 2005 — Directors General of the European Civil Aviation Conference's (ECAC1) Member States, together with representatives from the European Commission, the European Aviation Safety Agency (EASA), the Joint Aviation Authorities (JAA) and EUROCONTROL met on 27 August in Romania to discuss as a priority aviation safety following the accidents which occurred in August. On this occasion, they expressed their deepest condolences to the families of the victims and re-affirmed their commitment to maintain and enhance the already high level of safety in aviation in Europe. In this context, the following Action Plan was agreed:
Directors General committed themselves to immediate activity designed to enable the launching of this Action Plan for Europe before the end of the year. They were encouraged that several of these measures have already been proposed by the Commission and are already underway within the European Union legislative process. In addition, it was agreed that Europe would take the initiative within the worldwide body responsible for aviation (ICAO) to promote this approach to safety to ensure the highest level of safety worldwide. In doing so, Europe will continue to provide technical and financial assistance to countries requiring this. For further information, please visit: http://www.ecac-ceac.org
SAN DIEGO, Calif. – Operational errors have more than doubled in the last year at the Southern California Terminal Radar Approach Control – the nation’s busiest such facility – at the same time as staffing levels have fallen 12 percent, reflecting yet another key part of the National Airspace System where Federal Aviation Administration mismanagement is resulting in a degradation of the margin of safety. Of the 18 documented errors at Southern California TRACON since Oct. 1, 2004 – the beginning of the 2005 fiscal year – 11 are classified as “Category A” and “Category B,” which are the most dangerous instances of planes coming too close to each other. Those levels are over two and a half times the number of serious errors recorded in fiscal year 2004. The FAA has failed to heed our repeated warnings about critically low staffing levels at this facility,” said Bob Marks, Western Pacific regional vice president of the National Air Traffic Controllers Association. “The result is that they have put passenger safety at risk. It’s time for the FAA to realistically acknowledge the dangers of putting increased stress and strain on already overburdened air traffic controllers.” Putting safety at even greater risk, air traffic continues to increase at the facility. In calendar year 2004, controllers handled 2.1 million operations and now they are on track to eclipse that total this year. But the FAA has cut staffing levels dramatically. In the last 18 months, the number of certified controllers has fallen from 246 to 217. That’s well below the 261 controllers the FAA itself says the facility is authorized to employ based on its high traffic volume. In the next two years, 48 more controllers will reach retirement eligibility. No relief is in sight. The FAA continues to offer no concrete plan to address the problem. It does not plan to place new hires into Southern California TRACON for at least another year and has inexplicably failed to act on approximately 60 requests from controllers across the country to transfer to the facility since last March. Meanwhile, the FAA’s practice of scheduling overtime is now determined by how much money is available as opposed to how many controllers are needed to staff positions. “Controllers are increasingly required to work longer at the radar scopes and are even forced to do the work of two or three people without assistance,” said Tony Vella, Southern California TRACON facility representative for NATCA. “Exceeding two straight hours working airplanes without a break – the FAA-mandated rule – is now standard. The FAA has also imposed traffic flow restrictions and reduced service to the flying public when there are not enough controllers available to staff positions. Fatigue and falling morale is taking its toll.” For further information, please contact: [email protected]
The Air Traffic Control Association is pleased to announce the winners of the 2005 ATCA Awards Program. The purpose of the Air Traffic Control (ATCA) Awards Program is to give special recognition to persons and organizations engaged in the development, operation and maintenance of the worldwide air traffic control systems for outstanding achievement or for an outstanding contribution to air traffic control. The Air Traffic Control Association (ATCA) is celebrating its 50th Anniversary this year and the award winners will be recognized at the 50th Annual ATCA Conference & Exposition being held at the Gaylord Texan Resort & Conference Center, in Grapevine, TX, October 30-November 2, 2005. Today, ATCA is recognized as the “Global Voice of Air Traffic Control.” With membership including ATC professionals, governments, companies, universities, and ANSPs the association has grown to represent ATC professionals around the world. One of the most important activities for ATCA is the recognition of the ATC professionals and organizations responsible for controlling and managing air traffic in very diverse and challenging conditions. The association receives hundreds of nominations from around the globe and the ATCA Awards Committee works diligently to select the best for recognition. While all are deserving the committee strives to select the most deserving for their outstanding performance, service and contributions to the field of air traffic control. This year, the awards touch on virtually every aspect of the aviation community including: the providers of air traffic control service, system architects, manufacturers, suppliers, system operators and users. The recipients come from private industry, the public sector and the military. Detailed descriptions of the individual awards can be found below. For more detailed descriptions about the award recipients,
International traffic growth has been strong, registering 7% growth in July and a cumulative rate surpassing 8% for the past 12 months. By comparison, domestic passenger traffic shows a firm but more modest increase of 4% for July and 6% for the 12-month period, reflecting the impact of relatively low domestic growth rates in both North America and Europe. Regional analysis for both the year-to-date and 12-month categories show that the Asia/Pacific, Latin American and Middle Eastern regions continue to lead passenger growth with double-digit increases, and also report the strongest growth in freight traffic, as indicated in tables 2 and 3. Examples of airports reporting high passenger growth rates in July include Johannesburg (JNB) 26%, Beijing (PEK) 20%, Buenos Aires (EZE) 19%, Dubai (DXB) 13% and Salt Lake City (SLC) 22%, and in Europe several airports increased total traffic by 9% or more, including Athens (ATH), Barcelona (BCN), Geneva (GVA), Munich (MUC) and Vienna (VIE). For more information and the full data please visit the Data Center
The Association of European Airlines has welcomed the publication by the European Commission of new rules on start-up aid at regional airports as a step towards more transparency. Ulrich Schulte-Strathaus, Secretary General of the AEA, commented: “The Commission rightly acknowledges that start-up aid distorts competition, which is why AEA supports the fact that taxpayers’ money should be strictly controlled and limited in duration, intensity and scope.” The issue is complex: In February 2004, the European Commission decided that the start-up funding granted by the region of Charleroi to Ryanair constituted state aid, some of which was not justified and was ordered to be repaid. Ryanair’s subsidised flights at Charleroi are marketed as Brussels services and compete directly with the network carriers at Brussels National Airport. Ryanair filed a complaint against this decision which is currently pending at the European Court of Justice. However, the Ryanair case is only one of several similar cases, which has prompted the Commission to publish these Guidelines. Said Mr Schulte-Strathaus: “The Charleroi case is the tip of an iceberg. The aviation market needs a coherent framework laying out the conditions under which aid might be allowed for airlines launching new routes. AEA welcomes the fact that all start-up aid must be notified to the Commission, and that public bodies need to carry out an analysis of the impact of the new route on competing routes.” “AEA expects in this context that the Commission and public authorities will recognize the impact of subsidized routes on services provided by network carriers via their hub airports. We furthermore support the requirement for the applicant carrier to provide a business plan which must demonstrate the immediate and long term viability of the route. And finally, we welcome the obligation imposed on an applicant carrier to continue the operation of the route after the expiration of the aid. The commercial risk thus ultimately stays where it belongs: with the operating airline.” Mr Schulte-Strathaus added that the guidelines contribute to “levelling the playing field” by creating a set of rules which in his view should be even more specific, but which, in their totality, provide for a clear framework within which regional airports can provide financial aid for start-up routes. For further information, please contact:
22 September 2005 - Brussels, Belgium - During the 2005 summer period (June, July and August), the number of flights increased by 4.4%, compared to the same period in 2004. The total number of flights during the three months increased from 2,432,415 in 2004 to 2,539,991 in 2005, with a daily average of 27,796 aircraft in June, 27,576 in July and 27,460 in August moving through the airspace. The strong run of growth slowed at the beginning of August, as increases in ticket prices began to have an effect. However, growth is still being sustained at an annual rate of around 3.5% for Europe as a whole. This growth is partly driven by the continuing expansion of the 51 low-cost carriers that operate in Europe whose market share averaged 13.1% in the first half of 2005, up from 10.3% a year earlier (there are approximately 450 scheduled carriers in Europe as a whole). Another source of growth during the period was the continuing effects of the accession of the 10 new member States of the EU and the associated air traffic deregulation. Despite the increasing numbers of flights, the delays due to air traffic management for these three months have remained around the historically low levels seen over the last two years. Air traffic flow management delay averaged 2.3 minutes per aircraft and en-route delay averaged 1.5 minutes. This is a good result compared to the objective of 1.6 minutes in 2006 agreed by EUROCONTROL’s Provisional Council. More information on delay causes can be found at: http://www.eurocontrol.int/eCoda/portal For further information, please contact:
Friday, 16 September 2005 - The European Parliament is currently debating the Commission's proposal for an "Air Carrier Identity" Regulation. This Regulation would oblige Member States to publish a list of airlines banned from their airspace. It would also give passengers the right to know the identity of the airline that will actually transport them to their destination. ECA welcomes this initiative as it will provide more transparency and rise the passenger's awareness about flight safety. Such an awareness is crucial, given the airlines' increasing practice of sub-contracting the actual operation of a flight to other carriers, as well as the increasing use of "wet-leasing" (i.e. hiring aircraft - including the crew - from a leasing company). Such practices mean that more and more often passengers are transported by another carrier than the one they bought the ticket from. ECA has often voiced its concerns about the safety implications of such practices. While ECA considers this Regulation as welcome a first step into the right direction, it calls for strong and coordinated safety legislation - backed up by a strong, well funded safety agency (EASA) - as the best means to protect passengers and to increase flight safety. See ECA position paper at: http://www.eurocockpit.be/media/AirCarrier_Identity-ECA-Position-F.pdf
EAA AVIATION CENTER, OSHKOSH, Wis. - (Sept. 1, 2005) - Today’s first anniversary of the sport pilot/light-sport aircraft rule marks an inaugural year highlighted by amazing advances in infrastructure and aircraft, along with a clearer picture of the challenges that must still be met to fulfill the promise of these new categories of airplane and pilot certification. Over more than a decade of direct involvement and leadership on the rule, the Experimental Aircraft Association (EAA) finds the one-year anniversary of what’s commonly known as the “sport pilot rule” a point of celebration and renewed motivation to continue to build access for those who wish to participate. “Some in the aviation community are amazed at how quickly airplanes and interest in sport pilot emerged after the rule became reality last September,” said Earl Lawrence, EAA’s vice president of industry and regulatory affairs, who also chairs the ASTM International committee that created the consensus standards for light-sport aircraft. “EAA’s long involvement with the rule, however, told us that the interest would be very high for both potential sport pilots and the light-sport aircraft that they’ll fly. We’ve seen many parts of the infrastructure take shape and new aircraft come to the marketplace.” Lawrence added that the substantial progress has been made in the first 12 months of an entirely new rule. A number of challenges remain, though, before a full, vibrant sport-pilot community can take shape. “Our next critical step is to get the practical training in the field, where potential sport pilots are waiting; to ease any aircraft certification hurdles that remain, especially in the ultralight area; and to deal with pilot medical certification matters,” Lawrence said. “These are challenges, but this consensus effort among government, industry and consumers has shown that things can get done in a cooperative, timely manner. EAA has great enthusiasm that will continue and we look forward to fully participating in that effort.” The consensus effort to establish the sport pilot community has also had the support of the Federal Aviation Administration, including FAA Administrator Marion Blakey. During her appearance at EAA AirVenture 2005 at Oshkosh, Wis., this summer, Blakey reiterated FAA’s partnership with aviation industry and consumers to build sport pilot/light-sport aircraft. In addition, FAA and industry officials met at EAA headquarters in Oshkosh in late August to discuss specific issues in repair, inspection and maintenance of light-sport aircraft. These sessions, on a variety of sport pilot/light-sport aircraft topics, have been a regular part of the first-year success of the sport pilot rule. EAA, The Leader in Recreational Aviation, is an international association with 170,000 members and 1,000 local Chapters.
New production aircraft (S-LSA) New kit aircraft (E-LSA) Transition of aircraft from two-place ultralight trainer to E-LSA Pilot certification Availability of instructors/aircraft Availability of checkride examiners Repairman-Inspection (LS-I) Repairman-Maintenance (LS-M) Insurance Overall For further information, please visit: http://www.eaa.org
WASHINGTON, DC — The Federal Aviation Administration (FAA) Administrator Marion C. Blakey today announced the appointment of Joseph H. Bogosian as the agency's Assistant Administrator for the Office of International Aviation, effective October 3. Bogosian, 40, replaces Doug Lavin to become the second head of the FAA Office of International Aviation. Bogosian will report directly to the Administrator. "Joe's proven ability to move deftly within international circles will be a tremendous asset to the FAA's international efforts," said Blakey. "He's a strong addition to the FAA's lineup at a time when geographic boundaries are dissolving in aviation." Filling a new, key leadership position created by Blakey in February 2003, Bogosian will be responsible for coordinating all of the FAA's international activities and advancing U.S. leadership in aviation with a particular focus on international standardization and harmonization. Bogosian will also concentrate on strengthening aviation safety networks among developing countries and bolstering ties with civil aviation authorities around the world. Bogosian joins the FAA from the U.S. Department of Commerce where he most recently served as Deputy Assistant Secretary for Manufacturing. In this role, Bogosian has led numerous international policy and business development missions, targeting countries such as China, Russia, India, Vietnam, France, and Germany. Bogosian first started at Commerce as Deputy Assistant Secretary for Transportation and Machinery in August 2004, with responsibility for the Office of Aerospace. During his Commerce tenure, Bogosian helped to successfully implement the President's Manufacturing Initiative and represented U.S. industry and government interests. Bogosian's extensive private sector work includes serving as Vice President at McGuireWoods Consulting from September 1998 to October 2001. From July 1997 to September 1998, he was founder and principal of jbStrategies, a self-run government and public affairs firm. Additionally, Bogosian was Vice President at The Jefferson Group/Jefferson Waterman International from September 1993 to July 1997, where he counseled foreign governments and corporate officials on international business development strategies and execution. A 1992 University of Miami School of Law graduate, Bogosian received his Bachelor of Science Degree in Foreign Service from Georgetown University in 1986. He also holds a certificate in French Language and Culture from the Centre Universite in Montpellier, France. Joe and his wife reside in Arlington, Virginia.
“Oil is once again robbing the industry of a return to profitability. Each dollar added to the price of a barrel of oil adds US$1 billion in costs to the industry. Cost reduction and efficiency gains have never been more critical,” said Giovanni Bisignani, IATA’s Director General and CEO. “Buried in the industry’s red ink, there is a incredible story to be told. Despite adding US$10 billion to our cost estimates, the incremental impact on the bottom line has been limited to US$1.4 billion. The airline battle to reduce costs, increase yields and improve efficiencies is effective well beyond expectations,” said Bisignani. The regional profitability picture is mixed. While European airlines are expected to break even and Asia Pacific carriers will make in the range of US$1 billion, losses by North American carriers could exceed US$8 billion. Cumulatively, airline industry losses for 2001-2004 were US$36 billion, US$32 billion of which was lost in North America. The industry fuel bill rose from US$44 billion in 2003 (at an average price of US$29/barrel Brent) to US$63 billion (US$38/barrel Brent) in 2004. At US$57 per barrel, the industry fuel bill for 2005 will top US$97 billion. “With a total industry turnover in the range of US$400 billion per year, a fuel bill of US$97 billion makes up 25% of our total costs. In less than two years the total bill has more than doubled,” Bisignani. In addition to increased oil prices, refinery margins for jet fuel have increased from US$6 per barrel in 2003 to US$17. “We fully understand the principles of supply and demand. But it is difficult to see this as anything other than a US$14 billion cash grab by the oil industry that is pouring salt into the wounds of a global crisis. Moreover, the impact of Hurricane Katrina on fuel supplies and refinery capacity will only ensure that relief will not come soon. To cope, urgent structural change across the industry’s value chain is essential,” said Bisignani. Information Sheet on Industry Facts (PDF, 83 KB)
Paris, 31 August 2005 — Under the auspices of the European Civil Aviation Conference (ECAC), grouping of 42 European States, Directors General of Civil Aviation met with senior officials from the European Commission, the European Aviation Safety Agency (EASA), and the Joint Aviation Authorities (JAA). On the basis of a report prepared by the Working Group on the Future of JAA (FUJA), they discussed the organisation of JAA in the light of the expected extension of EASA’s competence to include flight operations, flight crew licensing and safety assessment of foreign aircraft. The corresponding legislation being foreseen to be in place in 2007, preparatory steps are underway in EASA and are scheduled to be completed in 2006, including recruitment of staff. Probable developments in the membership of EU and EASA were also taken into account. Accordingly, Directors General adopted the JAA Road Map, as proposed by FUJA. This Road Map will assist steering JAA activities in new directions and re-organising its executive body, Central JAA, into a new structure, the “JAA Transition (JAA T)”. As from 1 January 2007, JAA T, with its legal seat in the Netherlands and retaining the Cyprus Arrangements as its institutional basis, will operate two offices: the JAA Liaison Office and the JAA Training Office, respectively located in Cologne-based EASA premises and in the Netherlands. The Liaison Office shall have as its core function to liaise between EASA and aviation authorities of non-EASA JAA members, at least until these establish a sustainable relationship with EASA. Truly pan-European solutions for safety-related activities in aviation will thus be secured. It is contemplated to maintain the Liaison Office until, at the latest, 31 December 2010. The timescale should provide non-EASA JAA members a fair transition period to negotiate with the European Community their relationship with EASA. The Training Office shall ensure that the aviation community is sufficiently familiar with the European safety rules and regulations, thereby assisting non-EASA JAA members in their efforts to become EASA members, or, at least, establish co-operation with EASA. It is planned, once the Liaison Office and the JAA T are closed down, to consider best-suited means for the training activity to be organised on its own footing. The JAA Chief Executive, in consultation with the Executive Director of EASA, will implement the JAA Road Map and report regularly to Directors General on progress
European Civil Aviation Conference
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The European Aviation Safety Agency became operational on 28th September 2003. Two years on, Patrick Goudou, Executive Director, reflects on the Agency's activities. Back in 2003, the European Aviation Safety Agency consisted of 10 staff. Today, 150 experts are working in the headquarters in Cologne. I can only say that, thanks to the strong support of the European Institutions, the National Aviation Authorities, the Central Joint Aviation Authorities and industry, we have managed to meet our deadlines. To highlight just a few milestones and figures:
Although we experienced some minor turbulence here and there, the picture is altogether positive. There remains a lot on our plate. The recent accidents sadly remind that we have to work even harder to establish and maintain a high and uniform level of civil aviation safety and environmental compatibility in Europe. In this context, and with the support of all partners, we will expand our scope of competences, first to flight crew licensing, air operations and third country aircraft and later to airport operations and air traffic control. And thus, ultimately realising the vision of "a safe and sustainable aviation system for Europe". For further information, please visit: http://www.easa.eu.int |
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