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28-405: Under Canadian aviation regulations , HFRS falls under Class D operations which includes all human loads carried externally, commonly referred to as "human external cargo" (HEC). By regulation, air carriers, operations personnel, and essential aircrew conducting Class D operations are required to be extensively trained. There must also be a memorandum of understanding between the tasking agency and

56-583: A few examples. They are referred to as "Annex I" aeroplanes (formerly known as "Annex II" aeroplanes), and are listed on the EASA website. In July 2017, EASA and the Civil Aviation Authority of Singapore entered into a working arrangement to recognize each other's certifications. The agency defines several classes of aircraft, each with their own ruleset for certification and maintenance and repair. EASA established safety levels according to

84-462: A need to move beyond reliance on conventional hover entry-exit techniques (still widely used). The system has proved to be safe, and cost effective, and now constitutes part of the search and rescue safety plans within the province of BC, with over 15 teams currently using the technique. This kind of aerial maneuver originated in the Swiss Alps. In 1970, a mountain guide with Air Zermatt performed

112-426: A risk hierarchy. For non-commercial operations, a set of rules were developed to achieve safety goals. EASA difference non-commercial operations between non-commercial operations other than complex aircraft (NCO) and non-commercial operations with complex motor-powered aircraft. EASA has started to introduce basic regulations for unmanned aircraft (drones) which are divided between open category (no operational approval

140-702: A working level directly with its counterparts around the world such as the US Federal Aviation Administration (FAA). EASA also sets policy for aeronautical repair stations (Part 145 organisations in Europe and the US, also known as Part 571 organisations in Canada) and issues repair station certificates for repair stations located outside the EU, which permit foreign repair stations to perform work that

168-538: Is acceptable to the EU on its aircraft). EASA has developed regulations for air operations, flight crew licensing and non-EU aircraft used in the EU, which applied since the required European legislation to expand the agency's remit entered into force. The legislation was published on 19 March 2008. EASA has had its scope enlarged, as part of the new delegation in 2018, to also cover UAVs . The first 2 regulations (EU DR 2019-945 & EU IR 947) for drones were effective by 30 December 2019 in order for them to also cover

196-596: Is an agency of the European Commission with responsibility for civil aviation safety in the European Union . It carries out certification , regulation and standardisation and also performs investigation and monitoring. It collects and analyses safety data, drafts and advises on safety legislation and co-ordinates with similar organisations in other parts of the world. The idea of a European-level aviation safety authority goes back to 1996, but

224-406: Is modular and various components can be attached or detached as the need arises. Examples of modular components include a rescue basket, an "aerial rescue platform" (commonly known as a "Bouwman bag"), and various rescuer harnesses. The line length can be adjusted for various conditions such as tree canopy. A critical factor of these systems is a redundant method of connection between the longline and

252-492: Is of paramount importance. This is because the European Union has been increasingly strengthening EASA's role, giving the agency independence. A discussion regarding the permission for the agency to impose financial penalties for safety violations is also underway. EASA is responsible for new type certificates and other design-related airworthiness approvals for aircraft, engines, propellers and parts. EASA works with

280-666: Is proposing to further expand EASA mandate to act the European Performance Review Board, with a clear separation of National Supervisory Agencies and Air Navigation Service Providers In 2012, the European Court of Auditors (ECA) found that the agency did not have an agency-specific conflict of interest policy and procedures. EASA did not obtain or assess the declarations of interest for staff, management board, board of appeal and experts. In its report, ECA declared that: The worst performer among

308-503: The Basic Regulation (Regulation 2018/1139). These states are members of the management board, but do not have voting rights. While the legal basis is different for states which are members of the EU and those who are not, the EASA has the same power for all states who participate in the arrangement. There are also working relationships with other regional and international authorities. For example, EASA cooperates with most of

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336-426: The EASA is not a membership organization. All states which are a member of the EU also take part in EASA's services and are subject to oversight by EASA. It is not possible to opt out of the arrangement. Those European countries which are not members of the EU but members of EFTA , namely Liechtenstein , Norway , Switzerland , and Iceland , have been granted participation to the arrangement under Article 129 of

364-485: The EU member states' civil aviation authorities (CAAs) but has taken over many of their functions in the interest of aviation standardisation across the EU and in the non-EU member Turkey. EASA is also responsible for assisting the European Commission in negotiating international harmonisation agreements with the "rest of the world" on behalf of the EU member states, and it concludes technical agreements at

392-561: The EU's Eastern Partnership member states through EASA's Pan-European Partners (PANEP) initiative in which countries such as Armenia , Azerbaijan , Georgia , Moldova and Ukraine co-operate on the implementation of EU aviation safety rules and comprehensive aviation agreements. Source: Prior to the UK's withdrawal from the EU , the UK Civil Aviation Authority was an EASA member-state. On 28 September 2003,

420-845: The UK (Brexit). The agency publishes an annual safety review with statistics on European and worldwide civil aviation safety. Some information derives from the International Civil Aviation Organization and the NLR Air Transport Safety Institute . In June 2020, EASA banned Pakistan International Airlines from flying to Europe after a fatal crash in May caused by pilot error. An investigation discovered that one third of pilot licenses in Pakistan are fraudulent. As an EU agency ,

448-440: The agency took over responsibility for the airworthiness and environmental certification of all aeronautical products, parts, and appliances designed, manufactured, maintained or used by persons under the regulatory oversight of EU Member States. Certain categories of aeroplanes are however deliberately left outside EASA responsibility, thus remaining under control of the national CAAs: ultralights, experimentals, and balloons are

476-551: The agency was legally established only in 2002; it began its work in 2003. Based in Cologne , Germany, the agency was created on 15 July 2002 as the "European Aviation Safety Agency", and reached full functionality in 2008, taking over functions of the Joint Aviation Authorities . It was renamed the "European Union Aviation Safety Agency" in 2018. European Free Trade Association countries participate in

504-552: The agency. The United Kingdom was a member until the end of the Brexit transition period on 31 December 2020. The responsibilities of the agency include the analysis and research of safety parameters, authorizing foreign operators, and advising the European Commission on the drafting of EU legislation . It also implements and monitors safety rules (including inspections in the member states), gives type certification of aircraft and components, and approves organisations involved in

532-420: The air operator in order to ensure a good working relationship. In British Columbia , Emergency Management BC (EMBC) enables volunteer search and rescue societies to perform HFRS to conduct various rescue missions. HFRS refers to the particular set of equipment approved by regulatory authority and sold as an integrated package or kit, suitable for use on a specific helicopter models and configurations. The system

560-1095: The amendment of existing regulations and standards are accomplished through a public consultation process known as the Canadian Aviation Regulation Advisory Council (CARAC). Transport Canada also makes available other publications, known as Advisory Circulars, that are intended to assist companies and individuals governed by the CARs comply with the regulations and standards. Prior to 1 Feb 2007, these were divided into other groups called Commercial and Business Aviation Advisory Circulars (CBAACs), General Aviation Advisory Circulars (GAACs), Aerodrome Safety Circulars (ASCs), General Aviation Policy Letters (GAPLs), and Maintenance and Manufacturing Policy Letters (MPLs). Although these alternate documents are no longer issued or amended, historical versions of those that have not been cancelled remain in effect. European Aviation Safety Agency The European Union Aviation Safety Agency ( EASA )

588-424: The design, manufacture and maintenance of aeronautical products. As part of Single European Sky II (SES-II), an initiative to standardize and coordinate all air traffic control over the EU, the agency has been given additional tasks, which were implemented before 2013. Since 4 December 2012, EASA is able to certify functional airspace blocks if more than three parties are involved. The EU commission

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616-555: The first longline mountain rescue on the North face of the Eiger. This mission forever changed mountain rescue operations The HFRS has multiple components which ultimately safely suspend a rescuer under the helicopter (extended below the skids) with two distinct actions required to release the load, and load bearing redundancy. The components include: Canadian aviation regulations The Canadian Aviation Regulations ( CARs ) are

644-500: The four was the EASA, based in Cologne, which failed in all four areas that the report analyzed – on experts, staff, management board, and board of appeals. It was recommended that the organization adopt its own ethical standards because the then-existing condition exposed the agency to a substantial crisis of credibility as well as the incidence of favoritism and conflict of interest. For member-countries and other stakeholders, fairness

672-517: The helicopter that is intended to prevent inadvertent load release while still allowing for intentional release. This redundancy comes in two basic forms, a belly band, or dual hook. Both systems provide a second attachment point that can be released by the pilot (or assistant on board) in the event of a bona fide emergency requiring the jettisoning of the load. A similar technique is used by linemen when constructing or maintaining power lines , and by maritime pilots between ship and shore. HFRS

700-409: The regulations and standards is mandatory, while complying with the advisory material is not mandatory. Standards tell how to comply with the corresponding regulation. With the exception of Part V, the regulations are numbered starting at the beginning of the part (i.e. CAR 700 is a regulation). The standards are numbered in the "20" series (i.e. CAR 720 is a standard). Advisory material is inserted in

728-711: The rules that govern civil aviation in Canada. The CARs became law on October 10, 1996, replacing the former Air Regulations and Air Navigation Orders. The authority for the establishment of the CARs is the Aeronautics Act . Both the Act and the CARs are the responsibility of the Minister of Transport and his department, Transport Canada . The CARs are divided into ten functional "parts": The CARs consist of regulations, standards and advisory material. Compliance with

756-543: The text of the regulations and standards as "notes" or is included separately as "40" series text (i.e. CAR 740 would be advisory material). Part V (Airworthiness) of the CARs is uniquely numbered to match the US FAA FARs parts as well as the EASA and JAA regulations. As such it has regulations and standards that have the same number (i.e. There is a CAR 507 and a STD 507). Creation of new regulations or standards and

784-611: Was pioneered in Canada by Parks Canada , who performed the first rescues using the long line system in the 1960s. From there, the system became commercialized, and available to industrial and search and rescue teams outside of the Parks Canada Safety Program. One of the earliest SAR teams in Canada to adopt the commercial system was North Shore Rescue , and was eventually followed by other teams with high call volumes, and mountainous terrain such as Golden SAR, Nelson SAR and Squamish SAR. These organizations recognized

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