Sir - It is interesting to be informed via "European FAA?" (editorial, Flight International, 24-30 January) that there are plans to force the European Joint Aviation Authorities (JAA) to become legally responsible to the European Commission, rather than to the individual airworthiness authorities of member states.

Can we now expect to see the implementation of a "Single European Authority [SEA] Form 1" release document rather than a JAA Form 1 document on components intended for fitting to commercial aircraft?

Over the past ten years, airlines, maintenance organisations and aviation-component stockists have had to cope with changes to the certification process through various notice numbers. Now, they have to contend with the JAA Form 1 release document, which leads inevitably to confusion.

Although the UK Civil Aviation Authority's policy is that it does not recognise stockists (although it appreciates the need for them), it would be helpful if it were to be consulted on any proposed changes to the certification process as, if an "SEA Form 1" is produced, the result will be further upheaval.

A review of stocks held would be necessary to ensure that all components being held in stock with airlines, maintenance companies, manufacturers and stockists conform to the revised release standard.

Is it too much to ask the regulatory authorities to consult with industry and resolve this contentious and expensive issue?


Managing director

A J Walter Aviation

Partridge Green, Sussex, UK



Sir - I sympathise with your comment column, followed up by the story on P8 "JAA reform crucial, claims Euro chief" (Flight International, 24-30 January), with Claude Probst maintaining that JAA reform is vital.

That eventually there will have to be as an overall control centralised and unified boards, both political and technical, cannot be in doubt. While individual certification standards may have much to be recommended, airworthiness notes and directives learned from operators' experience should be sufficient to maintain and increase safety.

It may be arguable that the fact that not many bother about proposals put forward by the authorities is not the fault of the JAA, but at least the opportunity to comment is there.

Will such a democratic system be available to industry under a unified and centralised body with political motivation?

A major problem facing Europe (which is not applicable to North America) is that there are many nations, each with their own airworthiness requirements, all convinced that their own method is be best. This is what slows JAA/JAR unification and upsets the European Commissioners.

Manufacturers and maintenance organisations will eventually reach a system which all can afford, using the present democratic processes of the JAR/JAA. Until that level is reached, centralisation is unthinkable.


Dunstable, Bedfordshire, UK

Source: Flight International