Jersey Director of Civil Aviation: Annual Report for 2013.

STATES OF JERSEY

JERSEY DIRECTOR OF CIVIL AVIATION: ANNUAL REPORT FOR 2013

Presented to the States on 16th April 2014 by the Chief Minister

STATES GREFFE

2014   Price code: C  R.47

FOREWORD

by the Director of Civil Aviation – Fergus Woods

Welcome to this report of the Director of Civil Aviation for Jersey. It is delivered in accordance with Article 9 of the Civil Aviation (Jersey) Law 2008.

In 2013, further significant progress was achieved in developing our compliance with the  European  standards  for  aviation  security.  This  will  lead  to  Jersey's  formal recognition by the European Commission at some point during the first half of 2014. We also remain compliant with the UK's more stringent measures. These steps ensure our continued recognition as a UK domestic airport, thus easing the flow of passengers to and from UK airports and the Island.

The report of the joint UK/French audit team, following their audit of Jersey's air navigation service provision, confirmed that the operation of Jersey Airport and the Channel Islands Control Zone airspace remain safe and effective. The result of the audit was particularly pleasing for the Airport since it follows a period of internal restructuring and the introduction of new equipment.

Co-operation  with  Guernsey  on  the  DCA  project  continues  to  work  well.  The important addition of the aviation security function exemplifies how joint working operates to our mutual benefit, both practically and financially.

F. Woods

Director of Civil Aviation for Jersey March 2014

CONTENTS

1. DCA Principal Responsibilities – Compliance with International Standards
2. Co-operation with Guernsey
3. Aircraft Registry
4. Miscellaneous activities
5. Aviation Security
6. DCA – Functions

Appendix  Jersey State Safety Programme – Overview

REPORT

1. DCA  Principal  Responsibilities –  Compliance  with International Standards

The report for 2012 included a detailed description of functions of the DCA, and explained his key responsibility to ensure compliance with international standards as set out under the Chicago Convention of 1944 and associated Annexes. Jersey, in common with the other Crown Dependencies (CDs), is committed to maintaining these standards through a memorandum of understanding with the UK Government (Department for Transport).

At a working level the CDs liaise with the international unit in the UK Civil Aviation Authority (CAA) to demonstrate how we comply with international standards. During 2013 we commenced the task of updating our State Aviation Activity Questionnaire (SAAQ), a number of our Safety Compliance Checklists, and publishing a State Safety Programme (see attached Appendix).

2. Co-operation with Guernsey

The shared DCA role with Guernsey, incorporating the Aviation Security Regulatory function, continued successfully during 2013; being an example of joint working between the Islands which is not only more efficient and effective, but also saves taxpayers' money in both jurisdictions.

3. Aircraft Registry

The optimism for a joint approach to establishing an aircraft registry for the Channel Islands, which was highlighted in the annual Report for 2012, did not lead to the outcome that had been hoped for. It became apparent – after a great deal of effort and having taken independent expert legal opinion – that a single registry could not meet the separate operational and commercial interests of both islands. It was therefore decided  that  each  jurisdiction  would  move  ahead  with  separate  plans.  Guernsey confirmed that it would proceed with its project to operate the "Channel Islands Aircraft Registry" (CIAR). Jersey opted to initiate a project to create a separate Jersey Aircraft Registry (JAR).

4. Miscellaneous activities

Air Traffic Control Centre (ATCC):

The ATCC is operating efficiently, having benefited from a series of upgrades and improvements during 2013.

Radar Replacement Project:

The new radar is now fully functional and operating without any restrictions.

Jersey Airport Airspace Re-design Project See paragraph 6(d).

5. Aviation Security

The introduction in the UK of the Civil Aviation Act, 2012 will transfer many of the aviation security roles and responsibilities, currently carried out by the Department for Transport (DfT), to the Civil Aviation Authority (CAA). This transfer will take place in April 2014. Consequently, discussions have been ongoing during the second half of 2013 with the DfT to finalise the way in which the CAA will deliver the functions, currently  undertaken  by  the  DfT,  to  the  Crown  Dependencies  (CDs).  These responsibilities include the provision of aviation security assistance and advice, as well as compliance monitoring and regulatory guidance including the EU.

The joint role of the Aviation Security Regulator for both Jersey and Guernsey has been a distinct advantage in helping to position the Islands during these discussions, so that a transparent relationship with access to regulatory advice and guidance has been established. At the same time, we have ensured recognition of the quality control measures already in place in the Channel Islands as the basis for an appropriate level of monitoring to be agreed under the new arrangements. The discussions with the DfT and the CAA are due to be concluded by the end of March 2014.

The  Aviation  Security  (Jersey)  Direction  2012  was  amended  in  2013.  Such amendments are likely to occur on an annual basis as the regulations change to adapt to the latest threats and respond to the introduction and recognition of the latest technology. It is important that Guernsey and Jersey maintain equivalent measures.

In October a joint application was made to the EU for recognition by The European Commission of the equivalence of the Channel Islands aviation security standards. The EU Commission undertook its assessment visits in November, accompanied by the Security Regulator and the DfT. The assessment, after the subsequent rectification of  two  small  differences,  confirmed  that  the  aviation  security  measures  were equivalent to EU requirements in both Jersey and Guernsey.

The  subsequent  report  of  the  inspection  by  the  Commission  Inspector  is  to  be presented to the Security Committee of the European Commission early in 2014, and the announcement of the decision to recognise the equivalence of the aviation security standards of Jersey and Guernsey to European standards is expected to be made sometime in the Spring of 2014.

A similar process and outcome has been undertaken in the Isle of Man.

Under the shared arrangements with Guernsey, the standardised approach to aviation security continues to work to the advantage of the passengers and airlines as well as the airports.

6. DCA – Functions

1. Safety of Aerodromes and Air Traffic

Aerodrome – The Aerodrome Rescue and Fire-Fighting Service visit took place in October 2013 as part of the programme of formal audit and inspection of the facilities, conducted with the assistance of expert inspectors from the UK Civil Aviation Authority. There were no major findings. Accordingly, the aerodrome licence issued to Jersey Airport remains valid on an ongoing basis. However, the obstacle rich environment' within the aerodrome safety domain has not seen any improvement during the year and still requires attention and the delivery of a long-term plan. By the end of the year, decisions were awaited regarding the "1937 Building", which houses the Arrivals terminal and the old ATC tower. Two somewhat contradictory applications were under consideration: one to list the building on the grounds of its historical and cultural merits and the other, to demolish it for reasons of aviation safety. The DCA agreed to await the outcome of both decisions, provided they would be made  in  a  reasonable  time  scale  (during  Q1 2014),  before  imposing  any operational limitations.

A  decision  to  demolish  would  not  only  remove  a  significant  obstacle penetrating the 1 in 7 Transitional Surface, it would also enable the Airport to straighten the taxiway which kinks around the building. This would have the benefit of improving the efficiency of the ground handling of aircraft and help avoid delays during the operation of Low Visibility Procedures.

Further  progress  is  needed  with  respect  to  the  resolution  of  the  more immediate obstacle problem caused by residential buildings just to the north of the airport boundary.

2. Air Traffic –

Approval of Air Traffic Controllers

An Air Traffic audit visit took place in July, when an inspector from the French Authority joined representatives from the UK CAA. The outcome was very positive: the inspection team was very impressed by the quality and safety management of Jersey's air navigation service provision.

3. Aviation Advice

The DCA provided general aviation information and advice to the Department and the States during the year. There were two main external events involving our relations with the UK government.

The first was in May 2013 when the DCA, along with other representatives from  Jersey,  participated  in  the  annual  Aviation  Policy  Consultative Conference. Originally organised for the Overseas Territories, in 2013 the Crown Dependencies were invited for the first time. Later in the year, a joint delegation  from  Guernsey  and  Jersey  met  with  the  newly  appointed  UK Director General of Civil Aviation and her team to discuss Channel Islands

focused issues including our strategic air links, the establishment of aircraft registries and the impact of the EU Emissions Trading Scheme.

4. Safety Regulation of the Channel Islands Control Zone (CICZ)

The  Jersey  Airport  Airspace  Re-design  Project  moved  from  design  to implementation during the year; although the timings were revised to allow for full consultation with stakeholders and to ensure a smooth transition. The revised projects fall under the following headings and timings –

5. Aviation Meteorological Services

The Jersey Meteorological Office provides aviation meteorological services to the Airport, under a renewed service level agreement. The Meteorological Office also provides aviation meteorological services to Guernsey Airport.

APPENDIX STATE SAFETY PROGRAMME FOR THE BAILIWICK OF JERSEY

Part 1 – Overview

1. Executive Summary

1. Part 1 of The State Safety Programme for the Bailiwick of Jersey ("the Bailiwick"), a United Kingdom Crown Dependency, includes a description of the regulatory framework and activities carried out to ensure Jersey  meets its  obligations  to the  UK,  as the  Contracting State,  to  achieve  compliance  with  the  Chicago  Convention  and associated Annexes.

2. The Civil Aviation (Jersey) Law 2008 established the independent Office of the Director of Civil Aviation (DCA) and sets out his main functions and the scope of his powers.
3. The Bailiwick of Jersey's Civil Aviation Legislation is based on the UK system but is not identical. The Bailiwick of Jersey makes its own decisions on the method of adopting individual requirements whilst always with the objective of maintaining ICAO compliance.

4. The State Safety Plan for the Bailiwick of Jersey (Parts 1 and 2) incorporates  the  8 critical  elements  of  a  State's  safety  oversight system defined by ICAO.
5. By these means, the UK Government can be assured, and demonstrate as required, that the aviation industry of the Bailiwick of Jersey is meeting the agreed international standards and that there is adequate regulatory oversight of the industry.

2. Contents

1. Executive Summary ...................................................................  8
2. Contents .....................................................................................  8
3. Change history ...........................................................................  9
4. Terminology ..............................................................................  9
5. Purpose of this Document ..........................................................  10
6. Background ................................................................................  10
7. Safety Regulatory Framework – Objectives and Criteria ..........  11
8. Policies and Procedures .............................................................  12
9. Public Consultation ....................................................................  12
10. Enforcement Sanctions ..............................................................  12
11. Regulatory Oversight .................................................................  12
12. Occurrence Report and Analysis ...............................................  13
13. Safety Promotion .......................................................................  13
14. Accident and Serious Incident Investigation .............................  13
15. Monitoring and Review .............................................................  13
16. Safety Plans ...............................................................................  14 Appendix A  Extract from ICAO Document 9734 – ICAO's Critical Elements .......................................................................  16

3. Change history

Change to this document will be achieved by a re-issue of the entire document rather than by the amendment of individual pages.

4. Terminology

For the purposes of this document –

State safety programme means an integrated set of regulations and activities aimed at improving safety.

Safety performance indicator is a measure (or metric) used to express the safety performance in a system.

Safety performance target is the desired level of safety performance. A safety  performance  target  comprises  one  or  more  safety  performance indicators,  together  with  desired  outcomes  expressed  in  terms  of  those indicators.

Note:  ICAO  Doc. 9859  Safety  Management  Manual  describes  safety

performance  indicators  and  safety  performance  targets  within  the concept of an "acceptable level of safety". This concept is used to express safety expectations under a performance-based approach that is designed to complement regulatory compliance.

Safety initiatives are the steps that need to be taken to achieve the safety performance  targets.  They  include  the  operational  procedures,  technology systems  and  programmes  to  which  measures  of  reliability,  availability, performance and/or accuracy can be specified.

Note:  Safety  initiatives  are  referred  to  in  ICAO  Doc. 9859  as  "safety

requirements".

A hazard is any situation or condition that has the potential to cause damage or injury.

Risks are the potential adverse consequences of a hazard, and are assessed in terms of their severity and likelihood.

When risks have been assessed, mitigation is then needed: either to eradicate the hazard, or to reduce the severity or likelihood of the risks.

5. Purpose of this Document

1. The Safety Programme for the Bailiwick comprises two parts: Part 1 Overview' and Part 2 the Safety Plan'. This document is Part 1.
2. ICAO Annex 19 sets the requirement for States to establish a safety programme, in order to achieve an acceptable level of safety in the operation of aircraft, the maintenance of aircraft, the provision of air traffic services and aerodrome operations.
3. While  ICAO  currently  restricts  its  requirements  for  safety programmes and safety management systems (SMS) to Annex 19, the Bailiwick will ensure that it follows and extends all further changes to ICAO Standards and Recommended Practices (SARPs).
4. Therefore, the purpose of this document is to describe –

• the civil aviation legislation that is unique to the Bailiwick, and, whilst similar in many aspects, is not identical to the laws and regulations applicable under the United Kingdom (UK) and European system;
• the  Bailiwick's  regulatory  framework,  thereby  enabling visible linkage between national regulatory planning and an operator's/service provider's SMS;

and to demonstrate –

• the  integration  of  the  diverse,  multidisciplinary  safety regulatory activities into a coherent whole;
• that  adequate  provisions  are  being  made  for  the  safety regulation of the aviation system within the Bailiwick, and that, as a consequence, the UK is meeting the requirements of the larger global aviation system;
• that regulatory, oversight and enforcement functions are in place;
• compliance by the Bailiwick's aviation authority, the Director of Civil Aviation (DCA), with ICAO SARPs;
• that a performance-based approach to aviation safety is being actively promoted, to complement regulatory compliance.

6. Background

1. The UK  is a  signatory  to  the  Convention  on  International  Civil Aviation (the Chicago Convention) and, therefore, agrees to comply with  the  SARPs  published  by  ICAO  in the  Annexes  to the Convention. The UK's signature also covers aviation regulation for

the UK Crown Dependencies (CDs) which includes the Bailiwick of Jersey.

2. The Civil Aviation (Jersey) Law 2008 establishes the independent Office of the Director of Civil Aviation (DCA) and the extent of his powers.  It  also  has  the  power  to give  effect  to  the  Chicago Convention, to amend some aspects of air navigation regulations, and provides a sound legal framework for enabling the adoption of the UK Civil  Aviation  Authority  (CAA)  advice,  recommendations  and publications.
3. Primary responsibility for civil aviation safety regulation within the Bailiwick rests with the Director of Civil Aviation (DCA).

7. Safety Regulatory Framework – Objectives and Criteria

1. The State  Safety  Programme  (SSP)  for  the  Bailiwick  includes  a description of the regulatory framework and activities carried out to ensure Jersey  meets its  obligations  to the  UK,  as the  Contracting State,  to  achieve  compliance  with  the  Chicago  Convention  and associated Annexes. The SSP is designed to be proportionate to the level of aviation activity in the Bailiwick.
2. A  Memorandum  of  Understanding  (MoU)  between  the  UK Department of Transport and Jersey isin effect relating to the safety regulation  of  civil  aviation  and  compliance  with  the  Chicago Convention. The MoU includes the obligation on Jersey to arrange from  time  to time  for  external  audits  of  its  safety  oversight obligations.
3. By these means the UK Government can be assured, and demonstrate as required, that the Bailiwick's aviation sector is meeting the agreed international  standards  and  that  the  regulatory  oversight  of  the industry is adequate.
4. The main objective of the DCA isto ensure that the safety regulatory regime of the Bailiwick of Jersey meets the requirements of ICAO Annex 19 for a SSP.
5. The main  aviation  Laws  and  requirements  for  the  Bailiwick comprise –

1. primary legislation: Civil Aviation (Jersey) Law 2008; Air Navigation  (Jersey)  Order  2008;  and  Civil  Aviation (Investigation of Air Accidents and Incidents) (Jersey) Order 2000;
2. secondary  legislation:  Air  Navigation  (Dangerous  Goods) (Jersey)  Order  2009;  and  Rules  of  the  Air  (Jersey)  Order 2000.

6. The Bailiwick,  wherever  possible,  maintains  consistency  with  the approach  of  the  UK  CAA  and  avoids  any  differences.  As  the European  Aviation  Safety  Agency  (EASA)  becomes  the  lead authority in Europe, and European Regulations are applicable in the UK, divergence from these regulations is possible. In each case, the Bailiwick of Jersey makes its own decision on adopting or adapting individual requirements whilst always maintaining ICAO compliance.
7. The regulatory provisions use ICAO terminology wherever possible.
8. Department for Transport (DfT) and the DCA is in place to assist both parties in meeting their obligations under ICAO.

8. Policies and Procedures

1. Policy for the Bailiwick on high-level or complex issues is generally set  through  discussion  and  decision  with  External  Relations,  the Airport, and other appropriate Government stakeholders, including the Law Officers.
2. Technical Procedures are dealt with at a working level by the DCA with reference to the Law Officers and affected stakeholders. In all cases, due notice is taken of best practices as defined by recognised authorities (e.g. UK CAA, DfT and EASA).

9. Public Consultation

All new procedures and amendments are subject to a consultation process. Depending on the nature of the procedure or amendment, the following are consulted –

• UK Department for Transport (DfT)
• UK Civil Aviation Authority (CAA)
• Government Departments
• Law Officers
• Regulated Parties/Organisations
• Representative Bodies
• Consultative Groups.

10. Enforcement Sanctions

The Civil Aviation (Jersey) Law 2008, confers on the DCA the power of enforcement. Breach of the Aviation Laws is a criminal offence carrying a maximum penalty which is set out in the Law, and depends on the nature and circumstances of the breach.

11. Regulatory Oversight

1. The responsibility for regulatory oversight of the aviation industry rests with the DCA.

2. The DCA contracts through CAA International to carry out certain functions when the required resources are not available within his Office.
3. In respect of the above, the UK CAA carries out Air Traffic Services, Aerodrome and RFFS audits on a regular basis.
4. The UK  CAA  also  regularly  visits  the  Bailiwick  for  Air  Traffic Controlling licensing purposes.
5. All  ATC  licences  are  validated  by  the  DCA  for  use  in Jersey Airspace. The DCA does not issue Controller licences.
6. The DCA  may  use  the  services  of  other  suitable  and  recognised organisations to provide support services, whenever necessary.

12. Occurrence Reporting and Analysis

The  Bailiwick  participates  in  the  UK  CAA's  Mandatory  Occurrence Reporting Scheme under a contract.

13. Safety Promotion

1. Under  the  Jersey  Airport  SMS  it disseminates  safety  notices, publications and information to all airport stakeholders.
2. The DCA relies on General Aviation receiving specific advice and information  issued  by  the  UK  CAA  via  its  well-established distribution  schemes,  and  on  safety  information  produced  by  GA representative  bodies  such  as  the  Aircraft  Owners  and  Pilots Association (AOPA).

14. Accident and Serious Incident Investigation

The Civil Aviation (Investigation of Air Accidents and Incidents) (Jersey) Order 2000 lays down in law the responsibility for the UK Air Accident Investigation  Branch (AAIB)  to  be  notified  of any  reportable  accident  or incident, and appoints the UK's Chief Investigator of Aircraft Accidents as the relevant authority in the Bailiwick to undertake investigations.

15. Monitoring and Review

1. Oversight and Maintenance of the Regulatory Framework:The scope of the MoU (see  7.(b)) with the UK ensures that the CAA provides timely advice to the Bailiwick of any changes to relevant technical requirements established under the Chicago Convention, EU legislation and any UK aviation legislation that may be drafted. The Bailiwick of Jersey is required to ensure the timely enactment of relevant civil aviation legislation. It also provides the UK National Safety Oversight Co-ordinator with all relevant information required under  ICAO's  Universal  Safety  Oversight  Audit  Programme,  and co-operates with any audit conducted by ICAO.

2. External Oversight of the DCA:The MoU ensures that a regular schedule  of  independent  reviews/audits  of  the  safety  regulatory system is agreed to be conducted by the CAA on behalf of the DfT.
3. Airport Safety Review Board: The safety review board operates under the Airport's SMS and conducts an annual review on safety performance indicators and safety performance targets and reports to the DCA. The report will then be reviewed by the DCA
4. Compliance Action Plan Review:The Airport is to provide quarterly updates to the DCA on progress with the actions on the Compliance Action Plan following the audits undertaken by the CAA.

16. Safety Plans

1. Part 2 of the Jersey State Safety Programme gives the operational details of the Safety plan.
2. The Safety Plan includes input from (but not limited to) –

• the Jersey Airport Safety Risk Register
• safety occurrence reports
• UK CAA safety planning
• safety initiatives developed by the CAA and EASA
• staff of Jersey Airport
• findings and recommendations from safety investigations.

3. Aims and objectives are provided, grouped into 6 focus areas. The objectives  are  suitable  for  adoption  in operators'  and  service providers'  SMS,  thereby  providing  linkage  between  regulatory planning and the regulated organisations.
4. Wherever possible, the monitoring activities and questions should be defined in terms that are quantifiable, as a means to verify satisfactory operational  performance  of  the  system;  i.e. safety  performance indicators (SPI).
5. Not all areas of aviation in the Bailiwick of Jersey have a mature system  for  gathering  information.  Consequently  there  may  be  an absence of information suitable for establishing baseline performance trends  or  comparison  data.  Therefore,  an  important  early  warning activity will be to ensure that data is gathered and recorded. Improved data collection, including safety data from routine aviation operations, will enable greater use of more quantified safety objectives in future, i.e. safety performance targets (SPT).

Note:  This approach enables safety expectations to be expressed in

terms that are performance-based, for example –

1.0 bird strike per 1,000 aircraft movements (SPI) with a 50% reduction in 5 years (SPT).

Safety committee meetings to be held every month (SPI), but at intervals not greater than 6 weeks (SPT).

6. In  the  context  of  SMS  evaluations,  the  DCA  will  consider  the acceptability of the safety objectives and activities set by the regulated organisation,  including  the  degree  of  measurability  that  has  been provided  (SPIs/SPTs),  and  thereby  agree  the  acceptable  level  of safety.

APPENDIX A Extract from ICAO Document 9734

SAFETY OVERSIGHT MANUAL

PART A

CRITICAL ELEMENTS OF A SAFETY OVERSIGHT SYSTEM

ICAO has identified and defined the following critical elements of a State's Safety Oversight System:

CE-1  Primary Aviation Legislation.

The provision of a comprehensive and effective aviation law consistent with the environment and complexity of the State's aviation activity and compliant with  the  requirements  contained  in  the  Convention  on  International  Civil Aviation.

CE-2  Specific Operating Regulations.

The provision of adequate regulations to address, at a minimum, national requirements emanating from the primary aviation legislation and providing for  standardized  operational  procedures,  equipment  and  infrastructures (including safety management and training systems), in conformance with the Standards and Recommended Practices (SARPs) contained in the Annexes to the Convention on International Civil Aviation.

Note:  The term "regulations" is used in a generic sense to include but is not limited to instructions, rules, edicts, directives, sets of laws, requirements, policies, and orders.

CE-3  State Civil Aviation System and Safety Oversight Functions.

The establishment of a Civil Aviation Authority (CAA) and/or other relevant authorities or government agencies, headed by a Chief Executive Officer, supported by the appropriate and adequate technical and non-technical staff and provided with adequate financial resources. The State authority must have stated safety regulatory functions, objectives and safety policies.

Note:  The term "State Civil Aviation System" is used in a generic sense to include all authorities with aviation safety oversight responsibility which may be  established  by  the  State  as  separate  entities,  such  as:  CAA,  Airport Authorities, Air Traffic Service Authorities, Accident Investigation Authority, and Meteorological Authority.

CE-4  Technical Personnel Qualification and Training.

The establishment of minimum knowledge and experience requirements for the  technical  personnel  performing  safety  oversight  functions  and  the provision of appropriate training to maintain and enhance their competence at the desired level. The training should include initial and recurrent (periodic) training.

CE-5  Technical Guidance, Tools and the provision of Safety-Critical Information.

The provision of technical guidance (including processes and procedures), tools (including facilities and equipment) and safety-critical information, as applicable, to the technical personnel to enable them to perform their safety oversight  functions  in  accordance  with  established  requirements  and  in  a standardized  manner.  In  addition,  this  includes  the  provision  of  technical guidance  by  the  oversight  authority  to  the  aviation  industry  on  the implementation of applicable regulations and instructions.

CE-6  Licensing, Certification, Authorization and Approval Obligations.

The implementation of processes and procedures to ensure that personnel and organizations  performing  an  aviation  activity  meet  the  established requirements before they are allowed to exercise the privileges of a licence, certificate,  authorization  and/or  approval  to  conduct  the  relevant  aviation activity.

CE-7  Surveillance Obligations.

The  implementation  of  processes,  such  as  inspections  and  audits,  to proactively  ensure  that  aviation  licence,  certificate,  authorization  and/or approval holders continue to meet the established requirements and function at the level of competency and safety required by the State to undertake an aviation-related  activity  for  which  they  have  been  licensed,  certified, authorized  and/or  approved  to  perform.  This  includes  the  surveillance  of designated personnel who perform safety oversight functions on behalf of the CAA.

CE-8  Resolution of safety concerns.

The  implementation  of  processes  and  procedures  to  resolve  identified deficiencies impacting aviation safety, which may have been residing in the aviation system and have been detected by the regulatory authority or other appropriate bodies.

Note:  This would include the ability to analyse safety deficiencies, forward recommendations, support the resolution of identified deficiencies, as well as take enforcement action when appropriate.