JAA Security Regulatory Overview
Transcript of JAA Security Regulatory Overview
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JAA Security Regulatory Overview
Presented byYves Morier
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NPAs that are adopted
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NPA 25D-336 Technical content of NPA 25D-336
harmonized with FAR Part 25 Amendment
25-106
NPA 25D-336 adopted by JAAC on
19 November 2002. NPA 25D-336 was published as part of
JAR 25 Amendment 16, issued 1 May 2003
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NPA 26-16 Requires installation of re-enforced Flight
Deck Doors per 1 November 2003
Impact and Intrusion resistance as per NPA
25D-336
NPA 26-16 adopted by JAAC on19 November 2002, but issue of Pilot
Incapacitation needs further rulemaking
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NPA 26-16 Contd
NPA 26-16 was published as part of JAR 26
Amendment 1, issued 1 May 2003
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NPAs and other issues that are beingprocessed
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Incorporation in JAR-OPS of Amendment27 to ICAO Annex 6
Training for security; search procedure; re-enforceddoors; closing and locking procedures; means formonitoring
Need for co-ordination with ECAC SecurityWorking Group
Consistency with JAR-26
Double pilot incapacitation issue.
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NPA OPS-30 Main change is relative to Training
programme. Improved consistency with JAR-26 NPAs
Linked to NPA OPS-30 is the development of
TGL-35 related to Means to monitor the areaoutside the Flight Crew Compartment Door.
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Status of NPA-OPS 30:
Has been submitted to JAAC for adoption Status of TGL-35:
Agreed by Operations Sectorial Team
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MMEL MMEL/MEL Working Group tasked to
develop policy for JOEB and/or NAA use. UK CAA MMEL policy has been used as
a starting point.
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MMEL, Contd Policy to be included in the existing
MEL Policy, TGL OPS 26, page 26K32.
JAA policy is that Security measures shouldnot compromise Safety.
Results to be discussed with FAA/TCCAcounterparts.
Policy to be published before Mid-April 2003
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The following draft NPAs have been preparedfor internal JAA circulation
- NPA 25B-346: ACJ to 25-772(c) forlock/unlock from each pilot station
- NPA 26-19: lock/unlock door from each pilot
station. Single pilot incapacitation case- NPA 26-18: double pilot incapacitation case
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Status of NPA 25-346 (single
incapacitation) RST raised the issue of its usefulness
Its intent is already covered by NPA-25-
336
Will not be pursued
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NPA-26-18:Double Pilot Incapacitation
Will require an emergency means to enable
entrance to the pilot compartment in the eventthe entire flight crew is incapacitated
Applicability: same aeroplanes as for thedoors but 3 years after publication of the final
rule.
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NPA-26-18:Double Pilot Incapacitation
Rationale:
New situation; Post-crash Fire issue
Role of Cabin Crew clarified.
Scenario: Qualitative; not all cases covered.
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NPA-26-18: Double Pilot Incapacitation
Rationale: Likelihood of scenario: 27 cases found
Fatalities/injuries to crew in 10
3 cases where flight crew incapacitated
Risk evaluation
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NPA-26-18: Double Pilot Incapacitation
Rationale: Human Factors
Other considerations
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NPA-26-18: Double pilot incapacitation
Rationale Harmonisation with FAA
Situation vis a vis ICAO SARPS Link with MMEL/MEL policy
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NPA-26-18: Double pilot incapacitation
Rationale:
Impact assessment: 3 years period established using ACJ to JAR-39.
Specific comments will be requested on severalissues.
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Status NPA-26-18: (Double pilot
incapacitation) Internal consultation: 30 June
NPA publication scheduled for : 1 July
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Status of NPA 26-19 (Single
incapacitation) minor improvements needed.
NPA publication scheduled for : 1 July
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Future work
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Incorporate in JAR-25 the output of the
Harmonization WorkingGroup.(remaining elements of
Amendment 97 to ICAO Annex 8:
Bulkhead; least risk bomb location)
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Your comments/reactions are welcome