1. 3 rd Steering Committee Meeting Bangkok, 31 July – 1 August 2002

2. 2-2 Provisional Programme Wednesday, 31 July 0830-0900Registration 0900-0905Welcome by Steering Committee Chairman - Supote Kumpeera, Director General of Civil Aviation, Thailand 0905-0915Opening remarks - Lalit B. Shah, ICAO Asia and Pacific Regional Director 0915-0930Self-introduction of Participants 0930-0935Adoption of Agenda 935-1000Coffee Break 1000-1200Presentation of Discussion Papers 1200-1300Lunch 1300-1430Continue Presentation and Discussions as Required 1430-1500Additional Remarks by Participants 1500-1530Adoption of Conclusions of the Meeting 1530Closing of Meeting 1800-2000Cocktail Reception hosted by Thai Airways International

3. 2-3 Provisional Programme Thursday, 01 August 0830-0930Air Transportation to Hua Hin 930-1130 Tour of CATC Flight Training Facility 1130-1300Lunch hosted by Bangkok Airways 1330-1430Return to Bangkok

4. DP-1 COSCAP-SEA OVERVIEW

5. 2-5 Cooperative Operational Safety and Continuing Airworthiness Programme Southeast Asia (COSCAP-SEA)  COSCAP Southeast Asia is a co-operative, non-profit organization of Civil Aviation Regulatory Authorities within Southeast Asia, coordinated by the ICAO Technical Cooperation Bureau.  The Overall objective of COSCAP-SEA is to enhance government oversight of air operators within Southeast Asia and thus improve aviation safety.

6. 2-6 Cooperative Operational Safety and Continuing Airworthiness Programme Southeast Asia (COSCAP-SEA) Participants  Members: Brunei Darussalam (pending), Cambodia, Hong Kong China, Macao China, Indonesia, Lao PDR, Malaysia, Myanmar, Philippines, Singapore, Thailand, Viet Nam, and ICAO (Member/Coordinator)  Associate Members: Other countries and/or multilateral organizations who contribute materially to the project (Currently FAA, European Commission) Industry Partners: Industries who contribute materially to the project (Currently Airbus and Boeing)

7. 2-7 Steering Committee  COSCAP is Guided by a Steering Committee, comprising: –Directors General of the Member Administrations or their delegated representatives –Representatives of ICAO including the International Flight Operations Expert/Project Coordinator –Representatives from Donors and Industry

8. 2-8 Key Elements of COSCAP Southeast Asia  Establish a regional safety team to address a wide range of safety- related matters  Provide training and contribute to the professional development of inspectors  Promote harmonization of regulations and policies among member States/Administrations  Provide certification and inspection assistance to states which are currently unable to meet regulatory obligations  Coordinate technical assistance programs in the area  Conduct internal audits to assist in improving government safety oversight organizations

9. 2-9 COSCAP-SEA CY 2002 Work Programme Order of Priority  SEARAST (25%)  Development of Air Law and Regulations (20%)  Primary Inspection and Surveillance Assistance (15%)  Professional Development of Inspectors (15%)  Harmonization of Policies and Procedures (10%)  Supplemental Inspection and Surveillance Assistance (8%)  Coordination of Technical Assistance (5%)  Evaluations/Audits (2%)

10. DP-2 Activities and Outputs

11. 2-11 Element: Internal Audits of Regulatory Processes  To date, no internal audits have been requested by Member States/Administrations

12. 2-12 Element: Harmonization  Commenced promoting the use of common manuals, handbooks, and other guidance material related to air operator, training organization, and repair facility certification and inspection functions.  Building an electronic library containing a wide range of guidance materials currently in use by Members, along with guidance material which has been developed by COSCAP South Asia (COSCAP-SA).  This collection is being; –Studied for the purpose of encouraging changes which will make them more uniform with regard to policies and methodologies. –Used as a resource for producing new manuals for States/Administrations which currently lack sufficient guidance in certain areas.

13. 2-13 Element: Harmonization (continued)  Flight Operations Inspector Manual is being introduced in Macau, Cambodia, Lao PDR, and Myanmar which reflects the policies and procedures in the manuals which are currently being used in Malaysia, Philippines, Thailand, and Indonesia.  Standard Designated Check Pilot Manual has been developed and is being promoted in consonance with a Designated Check Pilot Training Course which is being conducted in Member States/Administrations.  Other guidance areas which are soon to be standardized to the degree possible include:- –Airworthiness –Audit Procedures –Enforcement –Accident Investigation –Dangerous Goods

14. 2-14 Element: Harmonization Draft CARs PartSubject% Draft Complete CambodiaLao PDR Myanmar 1General100 – 2Personnel Licensing9020 – 3Aviation Training Organizations5020 – 4Aircraft Registration and Marking900 – 5Airworthiness100 – 6Approved Maintenance Organization70100 – 7Instruments and Equipment100 – 8Operations9010 – 9Air Operator Certificate100 – 10Foreign Air Carriers00 –

15. 2-15 Element: Training and Professional Development  Extensive on-site training has been delivered per Table in DP-2.  Enhancement seminar to be held in October

16. 2-16 Element: Certification and Inspection Assistance  Primary air operator certification and inspection as described in paragraph 6.5 of DP-1 will not commence in States which lack an Air Law and/or Civil Aviation Regulations until such instruments are drafted and have entered the legislative process for adoption.  Commencement of supplemental certification and inspection assistance, is awaiting the completion of a number of inspector job function introductory/review courses which are currently being delivered on site.

17. 2-17 Element: Coordination of Technical Assistance  COSCAP has established liaison with the European Community and DGAC France to further the process of coordination of technical assistance within the sub-region.  Toward the end of 2002, an Integrated Assistance Master Plan will be assembled which will reflect the combined efforts underway in the sub-region and help to ensure effective targeting of available resources

18. 2-18 Missions by Programme Experts  As per Attachment 1 to DP-2

19. DP-3 Southeast Asia Regional Aviation Safety Team (SEARAST) Under COSCAP SEA

20. 2-20 Introduction  At the 2 nd Steering Committee Meeting in Seoul on 9 November of last year, the Southeast Asia Regional Aviation Safety Team (SEARAST) component of COSCAP-SEA was accorded the highest priority of all programme activities in terms of Programme Expert man hours.  SEARAST is rapidly becoming one of the most visible COSCAP-SEA programmes because SEARAST activities impact upon all Members equally and have the potential to generate significant flight safety returns in relation to the time and money invested.  COSCAP Associate Members and Industry Partners are especially supportive of the SEARAST concept and associated activities.

21. 2-21 Background  Terms of reference: –Review safety interventions which have already been developed by existing safety groups such as CAST and JSSI and apply those which are appropriate within the Southeast Asia area; –Identify areas of concern to flight safety that may be unique to the region or require emphasis within the region, and develop data and interventions to address those concerns; and –Work closely with airlines, manufacturers, industry and labor associations, and other appropriate organizations to ensure that interventions are implemented through a coordinated effort.

22. 2-22 Background (continued)  The First SEARAST Meeting was held in Bangkok on 26 and 27 March 2002.  Next meeting of SEARAST will be held in November of 2002, during which time the ALAR efforts will be consolidated and a plan will be formulated for implementation of other CAST/JSSI interventions.  The Steering Committee must approve in advance these additional areas of focus for SEARAST.

23. 2-23 Future Tasks Terrain Avoidance Warning System (TAWS)  Controlled flight into terrain (CFIT) - accidents, where a properly functioning aircraft under the control of a fully qualified and certificated crew is flown into terrain with no apparent awareness on the part of crew, could be substantially reduced or eliminated with the installation of TAWS equipment.  Manufacturers of turbine aircraft and air carriers operating turbine aircraft should install TAWS equipment and establish procedures for its use.

24. 2-24 Future Tasks Terrain Avoidance Warning System (TAWS) (Continued)  Amendment 27 to ICAO Annex 6, Part I effective 15 July 2002, requires the installation of TAWS equipment on turbine-engine aircraft on a schedule based upon weight and passenger capacity, and recent revisions to Pans Ops also address TAWS issues.  SEARAST should establish a programme to ensure that Member States' Civil Aviation Regulations incorporate ICAO SARPs related to TAWS along with Pans Ops considerations, and that the regulations are being implemented.

25. 2-25 Future Tasks Precision-Like Approach Implementation  Refers to a means by which all flight crews can fly an appropriate stabilized vertical path to the runway end for all instrument approach procedures, thereby reducing the possibility of a controlled flight into terrain accident.  SEARAST can help to facilitate the following within the aviation community by taking advantage of CAST processes which have: –Identified criteria for the development of appropriate stabilized continuous descent approach procedures to the runway end for all instrument approaches and air carrier aircraft types,

26. 2-26 Future Tasks Precision-Like Approach Implementation (continued) –Addressed necessary changes to ensure adequate training and certification of flight crews, –Addressed changes necessary for certification and authorization of aircraft and procedures, –Taken advantage of existing aircraft capabilities to improve approach and landing safety to the maximum extent practical, and –Facilitated the transition to the use of new and evolving aircraft capabilities that can further improve approach and landing safety at the earliest practical time.

27. 2-27 Future Tasks Airline Proactive Safety Programs (FOQA & ASAP)  Refers to mutually agreed upon methodology to use de-identified Flight Operations and Quality Assurance (FOQA), and Aviation Safety Action Partnership (ASAP) information for the purpose of proactively identifying safety related issues and corrective actions.  FOQA uses computer software to systematically evaluate data downloaded from Flight Data Recorders and analyze it for safety- related incidents and trends.  SEARAST can further the implementation of FOQA and ASAP programmes in Southeast Asia by serving as a catalyst for the development and implementation of proactive safety management programs.

28. 2-28 Future Tasks Airline Proactive Safety Programs (FOQA & ASAP)  Such programmes will encourage the development of cost-effective analytical tools (software and otherwise) which will enable the identification of system safety deficiencies and encourage corrective actions.  SEARAST can also ensure the success of such programmes by encouraging legislative, regulatory and contractual actions which prevent misuse of information.

29. 2-29 Future Tasks Crew Resource Management (CRM) and Other Training related to CFIT / ALAR  CRM training, standard operating procedures (SOPs), situation awareness, and CFIT prevention are closely linked.  This enhancement is intended to reduce CFIT accidents by promoting comprehensive SOPs as a key element of every major air operator's CRM training program.  Flight training programmes may be improved by adding CFIT/ALAR prevention training which stresses position awareness and escape maneuvers in the event of a terrain warning indication, and which includes training specific to stabilized approaches.  SEARAST, through its Member regulatory bodies, can encourage the enhancement of flight training programmes to incorporate the above elements.

30. 2-30 Future Tasks Risk Assessment and Management  Purpose is to identify or develop and implement methods for operators, regulators, and manufacturers to prioritize safety related decisions.  Such enhancements are intended to improve methods of risk assessment for operational issues related to service bulletins, aircraft accident/incident analysis, flight critical safety information, and recurring intermittent failures related to dispatch.

31. 2-31 Future Tasks Runway Incursion Prevention  Many runway incursions and other surface incidents can be linked to a lack of standardized pilot procedures to ensure safe ground operations.  Although most airlines have detailed procedures for airborne operations, relatively few airlines have standard procedures for operating in the increasingly complex surface environment.  Purpose of safety enhancements related to runway incursions is to reduce the risk of runway incursions and surface incidents by recommending that all major operators establish, document, train to, and follow standard operating procedures (SOPs) for aircraft ground operations. SOPS containing "best practices ” for ground vehicle operations in the aircraft movement area should also be developed and incorporated into training programmes.  SEARAST should follow closely the CAST runway incursion prevention efforts and encourage the development of aircraft ground operations and ground vehicle operations as described above.

32. 2-32 Future Tasks Air Traffic Control-Related Safety Interventions  ATC-related flight safety interventions either completed or nearing completion: –MSAW –Vertical Situation Displays –future ATC equipment enhancements –pilot/controller communications –ATC familiarization training with operators  These need to be addressed within the Southeast Asia region.  Regular SEARAST meetings do not have the expertise to deal with ATC matters and to convene a special SEARAST meeting involving regional ATC officials would not be cost effective.

33. 2-33 Future Tasks Air Traffic Control-Related Safety Interventions  CAST and JSSI safety interventions which are related to ATC can be introduced by SEARAST at an established regional meeting where the appropriate people are in attendance.  APANPIRG subgroup meeting such as ATS/AIS/SAR or CNS/ATM may be the proper vehicle for introducing such interventions to the regional ATC community.  Matter could be taken up at the forthcoming APAC Directors General Conference

34. 2-34 Recommendations  The Steering Committee should continue to assign a high priority to SEARAST activities and should approve SEARAST involvement in the safety interventions described in paragraph 3 above.  Directors General of COSCAP-SEA Member States/Administrations should closely monitor the implementation of safety-related interventions which are undertaken by SEARAST and ensure that the SEARAST Team Members from their organizations are given adequate top-level support to carry out national SEARAST-related activities.  Directors General should also encourage continuity in the SEARAST process by ensuring, to the maximum extent possible, that their representatives to the SEARAST Team remain constant over the long term.

35. 2-35 Recommendations (continued)  The Steering Committee should recommend the introduction of existing ATC-related safety interventions at an appropriate regional meeting, such as the ATS/AIS/SAR or CNS/ATM subgroups of APANPIRG.  The Steering Committee may also recommend that this matter be taken up at next APAC Directors General Conference.

36. DP-4 BUDGET AND ANNUAL CONTRIBUTIONS

37. 2-37 Trust Fund Status  Appendix 1 to DP-4 shows the contributions from Members, Associate Members, and Industry Partners, along with interest accrued on deposit in the Project Trust Fund Account, as of 30 June 2002.  As of 30 June 2002, taking into account commitments which have not yet been deducted, the current trust fund balance stands at US$150,000.  It may be noted that, given the budget shortfall, the contract of the Chief Technical Adviser/Flight Operations Expert has been extended only through 9 January 2003.

38. 2-38 Projected Project Budget for Calendar Years 2001 through 2006  It was decided during the 1st COSCAP-SEA Steering Committee meeting in July, 2000, to staff and fund the project so as to:- –Support a wider array of objectives –Reduce or eliminate short term secondments to COSCAP SEA from the airworthiness resources of the Member civil aviation administrations –To ensure ongoing continuity within the airworthiness component of the organization.  The project document was modified in October of 2000 to:- –Increase the term of employment of the International Airworthiness Expert –Provide for the employment of a Regional Airworthiness Inspector commencing in the 18th month of the project.

39. 2-39 Projected Project Budget for Calendar Years 2001 through 2006 (continued)  The associated budget for calendar years 2000 to 2005 amounted to US$1,729,200 and formed a part of the current version of the Project Document that was approved by Steering Committee Members  The current version of the Project Document assumed a startup date for COSCAP SEA of 1 January, 2001.  A revised, preliminary estimated budget through the middle of calendar year 2006, that reflects the actual commencement date of 9 July 2001, is shown in Appendix 2 to DP-4.  The cost of supporting the International Airworthiness Expert, which is shown in the budget, is borne by contributions from the European Commission.  EU ’ s support serves to reduce required Member contributions during the second and third year of the project by approximately US$304,000.

40. 2-40 Annual Member Contributions  Total amount required to sustain the project over it ’ s initial 5 year term is US$1,761,150. –US$304,000 will be borne by the European Commission –US$1,457,750 must be covered by Members, other Associate Members, and Industry Partners.  Donor support similar to what has been provided during the first year is anticipated to continue at least through the first phase of the project and until the departure of the international experts

41. 2-41 Annual Member Contributions (continued)  Baseline for annual contributions should not take into account such additional donor funds. –Guarantees a commitment by members to sustain the project even in the absence of additional donor financing.  If each State/Administration were to contribute equally to the project, individual Member contributions would amount to US$24,300 annually. It is thus suggested that an equal contribution baseline be set at US$25,000 per annum  US$ 25,000 annual contribution amount will only meet the project budget if all 12 States/Administrations contribute on a regular basis.

42. 2-42 Annual Member Contributions (continued)  To date, three States (Brunei, Lao PDR, and Indonesia) have not yet provided first or second year contributions, which has resulted in a nominal annual budget shortfall of US$75,000.  For the time being, contributions in excess of the base amount by come States or Administrations, together with donor non-EC donor contributions, has kept the programme afloat.  Until the contribution status of the Brunei, Lao PDR, and Indonesia is finally known, to remain solvent COSCAP will continue to depend upon excess contributions by some Members and upon additional donor financing.

43. 2-43 Recommendations  The COSCAP SEA Steering Committee should reinforce the principle of equal contributions by Member States/Administrations while encouraging those States/Administrations which have already demonstrated an ability to contribute more than the base amount (US$ 25,000) to continue to do so.  Members should include the annual assessments in their yearly financial planning and ensure that contributions to the trust fund are made on a timely basis. Members which have not made their second year contributions should be encouraged by the Steering Committee to do so as soon as possible.  Brunei, Lao PDR, and Indonesia should be encouraged to fully commit to COSCAP-SEA and to remit their first and second year contributions as soon as possible

44. DP-5 COOPERATION BETWEEN SUB-REGIONAL COSCAP PROGRAMMES

45. 2-45 Introduction  The presence of three ICAO-executed COSCAP programmes in Asia presents an opportunity to enhance the effectiveness and economy of these programmes through close coordination of activities and the occasional sharing of resources.  The basic immediate objectives and expected outputs of all COSCAP programmes are essentially the same.  Differences in sub-regional aviation environments and priorities give each COSCAP programme its own unique flavor.  Resources and methodologies employed to meet local objectives are very similar.

46. 2-46 Opportunities for Coordinating Activities and Sharing Resources  Sharing manuals and other guidance materials. –Each COSCAP programme develops regulatory manuals and other guidance materials for use by Member States, along with manuals for administering the programme itself. –The liberal sharing of these materials can result in economy of effort and contribute to the standardization of regulatory processes between individual States and Administrations.

47. 2-47 Opportunities for Coordinating Activities and Sharing Resources  Sharing training programme materials. –A large number of training programmes, for delivery on site to Members, are developed each year by the COSCAPs. –Some are developed in-house and others are derived from programmes which are presented by Associate Members of Industry Partners. –Sharing of training materials between COSCAPs is another means for achieving economy of effort and ensuring a standardized product.

48. 2-48 Opportunities for Coordinating Activities and Sharing Resources (continued)  Occasional cross-utilization of experts and regional inspectors. –Numerous instances when mutual benefit may be gained from the short- term secondment of experts or regional inspectors from one COSCAP programme to another. –“ Training the trainer ” –“ When a major activity by a COSCAP requires outside assistance or expertise which may be available within another COSCAP. –Accounting methods can be instituted which will ensure that such sharing of manpower involves an equal sharing of expenses.

49. 2-49 Opportunities for Coordinating Activities and Sharing Resources (continued)  Coordination of training programmes. –All COSCAPs would benefit from close coordination in holding regional seminars and workshops. –Many seminars are conducted with outside assistance form Associate Members, Industry Partners, and other organizations. –When the content of a seminar or workshop has broad appeal throughout Asia, it makes sense to hold such an event on a regional rather than sub-regional scale.

50. 2-50 Opportunities for Coordinating Activities and Sharing Resources (continued)  Coordination of Steering Committee and Regional Safety Team Meetings. –Scheduling of Regional Safety Team Meetings back to back and at the same locations, whenever possible, would significantly reduce travel time and expense for a number of the participants.

51. 2-51 Recommendations  The COSCAP-SEA Steering Committee is invited to support in principle the coordination efforts described in paragraph 4 above and advise ICAO to take up this matter with other sub-regional COSCAP organizations.  If all COSCAP Steering Committees agree, ICAO will, through its Chief Technical Advisers, undertake such coordination whenever it is practicable and economical.

52. DP-6 ANNUAL CONTRIBUTIONS BY INDUSTRY PARTNERS

53. 2-53 Introduction  To date, Industry Partners have provided substantial support to the ICAO-executed COSCAP programmes in both cash and kind and have been a major factor in the success of these programmes during their formative years.  Through their support, Industry partners have reinforced the shared responsibility between governments, manufacturers, and industry for enhancing flight safety, and have acknowledged the effectiveness of the COSCAP concept in promoting a regional, uniform and enlightened approach to regulation.

54. 2-54 Discussion  Cash contributions helped to launch the programme and continue to sustain it as COSCAP-SEA strives to solidify its financial base through annual Member contributions.  The provision of training materials, personnel, and expert advice from time to time have also been invaluable.  As the SEARAST programme continues to expand, regular participation in meetings and programmes by Industry representatives is essential.  Until this time, cash contributions from Industry Partners have been committed on a year-to-year basis.  COSCAP-SEA would benefit greatly in terms of resource and activity planning if annual contributions from Industry Partners could be committed well in advance.

55. 2-55 Recommendations  Industry Partners are invited to consider committing in advance to contribute annually to COSCAP-SEA through the end of the first five- year term of the programme (mid-2005), in the same amounts that they have contributed thus far.  The Steering Committee in its entirety is invited to support the above proposal.