The JAA was established for the purposes of developing a platform for a cooperative safety regulatory system because they desired to have a uniform high standard of aviation safety. Simultaneously, the JAA effectively became the European counterpart of the U.S. FAA ("Background").
In the time after the JAA was created the organization began to collaborate with the FAA to harmonizing rules and regulations where possible. In addition the JAA also signed Bilateral Agreements with other Aviation Authorities, including Transport Canada. In 1991 JAA established their headquarters in Hoofddorp, the Netherlands ("Background"). In addition it was during this time that more European National Aviation Authorities (NAA) became JAA Member States. Nevertheless, the rules and regulations JAA suggested for adoption were not mandatory and each JAA-NAA still had the right to maintain their national legislation if they wanted to do so ("Background"). In addition as it pertained to JAA
"A new framework for aviation safety in Europe, created by the adoption of EC Regulation 1592/2002 (Basic Regulation) of 15 July 2002 on common rules in the field of civil aviation, led to the establishment of the European Aviation Safety Agency (EASA), whose adopted rules and regulations are mandatory for each Member State. As a consequence, as of autumn 2003 JAA's rulemaking activities were gradually transferred to EASA, while the upcoming close-down of the former JAA-system was processed by means of a transition phase ("Background")."
Eventually the developement of the revised EC Regulation 1592/2002 in March of 2008, EASA seized control of all responsibilities once governed by JAA.
An ECAC Directors General meeting in 2008, determined that the JAA Liaison Office in Cologne would be broken up by June of 2009. However the JAA Training Organisation would persist "in the legal form of a Dutch Foundation and as an associate body of ECAC ("Background")."
PESTE analysis
Political
From a political point-of-view, the condition and domestic carriers has been an issue of concern. This concern has to do with the influence that the airline industry has as it relates to the economy in addition to the manner in which passengers are treated when on domestic flights. As it pertains to the former, regulation and deregulation have been the primary tools used by politicians to attempt to control the industry and ultimately the economic influence of the airline industry.
Environmental
At the current time the state of the environment is of utmost concern for many different industries. For the airline industry, environmental concerns are currently at the forefront of a great deal discussion concerning the manner in which the airlines operate. One of the most prominent issues is the subject of flying greener. According to an article entitled "A U.S./EU Dogfight Over Greener Air Travel" Many U.S. Air carriers have been reluctant to implement the new emissions rules established by the EU. However, the article points out that such reluctance seems to be ill-advised as the new emissions standards are not as intense as those of other industries. The article further explains that this new emissions standard is the initial step in the development of more strenuous European cap and trade laws (Aston, 2009). The laws require airlines to either decrease the amount of greenhouse gases it emits or pay for permits to emit these gases beginning in 2012 (Aston, 2009). U.S. airlines are apprehensive about adapting these new standards because they are already in a difficult position as a result of a decrease in demand for travel and fluctuating fuel prices (Aston, 2009). The article further explains that
"The Air Transport Assn. (ATA), which represents U.S. carriers, says the plan violates international law, and that the U.S. government is obliged to object. If the EU proceeds on its course, it faces a thicket of lawsuits, predicts Nancy Young, ATA's vice-president for environmental affairs. "We adamantly oppose their scheme," she says -- adding that having to purchase credits will stifle funding for the very innovations airlines must develop to cut emissions (Aston, 2009)."
The idea of having to pay for emissions is referred to as carbon costs. The article explains that it is unclear as to whether or not such carbon costs will increase the costs of airline tickets (Aston, 2009). However there have been aviation studies which have asserted that the yearly expense associated with American carriers landing in Europe could increase by a billion dollars each year (Aston, 2009). However, other analysts assert that this estimate is not correct and assert that the average price increase associated with a cross-Atlantic round-trip ticket at $6 to $56 by 2020 (Aston, 2009). The...
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