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39-795: Some sources refer to the AK1-3 as the Sanka or San'ka while others do not. The AK1-3 was designed to comply with the Ukrainian AP-27 rules, which are similar to the European Aviation Safety Agency CS-27 standard. The aircraft features a single main rotor with a tail rotor , a two-seats-in side-by-side configuration enclosed cockpit, skid-type landing gear and a four-cylinder, air-cooled, four-stroke , 156 hp (116 kW) Subaru EJ25 automotive engine. The aircraft's 6.84 m (22.4 ft) diameter three-bladed Starflex rotor has

78-507: A chord of 15 cm (5.9 in) and employs a unique torsion bar blade mounting that allows blade movement to produce pitch angle changes, flapping, as well as lead and lag. The main transmission consists of belt drives, with the tail rotor driven by a solid shaft. The aircraft has an empty weight of 380 kg (838 lb) and a gross weight of 650 kg (1,433 lb), giving a useful load of 270 kg (595 lb). With full fuel of 75 litres (16 imp gal; 20 US gal)

117-604: A crisis co-ordination group to handle future transport disruptions. On 2 December 2010, France, Germany, Switzerland and the Benelux countries agreed to form the FABEC (Functional Airspace Block Europe Central), the third FAB to be created after the Dano-Swedish and Anglo-Irish block. The FABs were supposed to enter into effect by 2012, but delays were expected due to protests from ATC labour unions. The FAB CE, consisting of Austria, Slovenia,

156-569: 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

195-808: A political priority, European aviation's emissions had to be mitigated. In response to strong demands from the industry, EU member states and other stakeholders, the Barroso Commission appointed a new high level group to develop a more detailed regulatory framework in November 2006. The group published its report in July 2007; it contained 10 recommendations, including making the EU the primary regulator of European aviation in order to set performance targets, safety requirements, introduce economic regulation of ATM services, incentives for ANSPs to achieve their objectives, and streamlining

234-426: 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

273-629: 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

312-538: 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

351-580: 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

390-470: Is here on four areas: The SES-II aimed to merge 36 national airspaces into 9 Functional Airspace Block (FABs) in order to provide better performance, ultimately 3 years later on 4 December 2012. The air travel disruption after the 2010 Eyjafjallajökull eruption caused an acceleration to merge member states' air traffic control systems into the Single European Sky, and the immediate creation of

429-635: Is hoped to benefit airspace users by ensuring the safe and efficient utilisation of airspace and the air traffic management system within and beyond the EU. After the Prodi Commission took office in September 1999, Transport Commissioner Loyola de Palacio launched efforts to structurally reform air traffic management across Europe, as she and many others had concluded that Eurocontrol was incapable of effectively carrying out its duties, particularly its decision-making and its failure to implement agreements. By

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468-485: 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

507-646: 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

546-535: Is required), specific category (requires risk-based operational authorization), and certified category, where pilots needs a license and operators receive a certificate. Single European Sky The Single European Sky (SES) is a European Commission initiative that seeks to reform the European air traffic management system through a series of actions carried out in four different levels (institutional, operational, technological and control and supervision) with

585-464: Is stimulated progress in harmonisation in air navigation service providers (ANSPs), the establishment of national supervisory authorities and EU competences over certification of these services. However, progress was slow in the next two years; the establishment of functional airspace blocks (FABs) was disorganised, little progress was made in improving cost efficiency, growing air traffic threatened capacity, and with tackling climate change emerging as

624-495: 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

663-595: The Commission used its recommendations to develop legislative proposals for regulating the SES. In October 2001, the European Commission adopted proposals for a Single European Sky, to create a Union regulator for air traffic management within the countries forming the European Union, Norway and Switzerland . The European Union regulator was supposed to merge upper European airspaces, currently divided into national zones. It

702-538: The Czech Republic, Slovakia, Hungary, Croatia and Bosnia-Herzegovina, was formed in 2011. By 26 October 2012, only the Anglo-Irish and Dano-Swedish FABs had been fully implemented, while the other 7 FABs were still in various stages of development; the deadline for the full realisation of the Single European Sky on 4 December 2012 was missed. On 10 June 2013, the European Commission presented its plan "B" to speed up

741-426: 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

780-414: 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

819-547: 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,

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858-557: The European Commission made a new proposal for a Single European Sky on 22 September 2020. It used the expert group's recommendations to amend the 2013 proposal's text, and introduced new measures; separately, it also drafted a proposal to amend the EASA Basic Regulation. Instead of relying on top-down regulation, which appeared not to have worked previously, the Commission stimulated voluntary alliances between so-called air traffic service providers. Airlines for Europe supported

897-804: 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 ,

936-901: The United States with the Federal Aviation Administration in the Special Certificate of Airworthiness Experimental-Exhibition category. It was registered in January 2018. The same aircraft, serial number 1001, had been previously registered with Transport Canada in the Special Certificate of Airworthiness - Limited Category from 2009 to 2015, prior to being exported to the US in 2015. Data from Bayerl and manufacturer General characteristics Performance Aircraft of comparable role, configuration, and era Related lists European Aviation Safety Agency The European Union Aviation Safety Agency ( EASA )

975-440: 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

1014-535: 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

1053-548: 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

1092-571: The aim of satisfying the needs of the European airspace in terms of capacity, safety, efficiency and environmental impact. Air traffic management in the European Union is currently undertaken by member states, co-operating through EUROCONTROL , an intergovernmental organisation that includes most of the European countries. European air spaces are some of the busiest in the world, and the current system of air traffic management allegedly suffers from several parameters, such as using national borders in

1131-523: The creation of an SES, and to work together with EU institutions and member states to achieve it. The Commission appointed 15 experts in the field to form a Wise Person's Group to assess the current situation and future needs. After Brexit was formally completed on 31 January 2020 (eliminating UK objections and the Gibraltar issue), and the COVID-19 pandemic put the aviation sector into an existential crisis ,

1170-424: 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

1209-418: The end of 1999, the European Commission had obtained the consent of all EU Transport Ministers for the 'creation of a single European sky', encompassing structural ATM integration and reform, and established a high level group of senior civil and military air traffic authorities representing the member states to prepare concrete policy proposals. After the high level group had completed its report in late 2000,

Aerokopter AK1-3 Sanka - Misplaced Pages Continue

1248-495: 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

1287-720: The functional airspace blocks have failed to defragment European airspace as they have not been fully implemented, with aircraft still being serviced by a different air navigation provider in each member state with different rules and requirements. This was due to a "lack of commitment on the part of the member states". By 2019, nothing of the plan had yet been officially realised, adding an extra 6 billion euros in costs, and 11.6 million megatonnes of excess CO 2 emissions for that year alone. In September 2019, 21 aviation organisations including Airlines for Europe (A4E), AIRE, ACI Europe, CANSO, ERA and IATA, signed an agreement in Brussels to urge

1326-510: The implementation of FABs. Eurocontrol would provide the EU with technical support for regulations, safety regulation would be delegated to the European Aviation Safety Agency (EASA), and member states would be urged to hurry up with their commitments to implement the defragmentation of airspaces. On 21 October 2009, a revision of the SES regulations called SES-II was adopted, which entered into force on 4 December 2009. Focus

1365-495: The implementation process of SES. The so-called SES 2+ is a package of measure which aim at challenging the current situation with state owned monopolies responsible for providing air navigation services. At the same time, transport workers' union ETF announced mobilising its members to protest against the suggested package. Negotiations on SES 2+ stalled in the Council in 2015. In 2017, the European Court of Auditors determined that

1404-538: The initiative to cover the Balkan and Mediterranean countries. One report from the British Parliament, dated 2000, reported that Spain blocked the inclusion of Gibraltar Airport in the Single European Sky, meaning the whole package was suspended. Due to Brexit , formally completed on 31 January 2020, this stumbling block was removed. The first SES legislation (SES-I) has been viewed as 'a real breakthrough', as

1443-595: The payload is 216 kg (476 lb). The design received a Ukrainian type certificate in 2006. In 2009 Aerokopter (DB Aercopters) was acquired by the Perla Group of companies Perla Aviation division, with the stated intention of moving the assembly line of the AK1-3 to the United Arab Emirates (UAE). By December 2020 the company reported 102 helicopters had been delivered. By December 2020 one 2008 model AK1-3, serial number 1001, had been registered in

1482-524: The sky, and having large areas of airspace reserved for national military use when in fact they may not be needed. This has created 'an outdated patchwork of airspace blocs and inefficient flight paths [which] impose significant financial and environmental costs on the sector.' For example, airplanes are often forced to 'circle the skies burning fuel when traffic controllers go on strike or are at capacity'. On average, planes fly 49 kilometres (30.4 miles) longer than strictly necessary. The Single European Sky

1521-542: Was proposed to organise this airspace uniformly, with air traffic control areas based on operational efficiency, instead of national borders. Also, there were plans to integrate civil and military air traffic management. The framework regulation that sketched the working methods of the SES, and specific regulations on air navigation, airspace and equipment, were adopted on 11 December 2003, and entered into force as Regulation (EC) No 550/2004 (Service Provision Regulation) on 20 April 2004. There are discussions about enlarging

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