before far-thinking political leaders recognized the need for regulations relative to the new form of transportation. The obvious areas to regulate were pilot and technician licensing, manufacturing and maintenance organizations, aircraft design, air traffic and aerodromes. As with any new technology, it was not long before the
legal world noticed it — mainly because anything new brings both benefits and costs. Imagine the first lawsuit for someone being hurt by a person dropping an object from an aircraft. The rules of 1919 covered that type of incident. It was not long before business people and investors were looking for some form of operational licensing. Towns, cities and countries also saw new fundraising possibilities though both taxes and fees. The basic regulatory structure was in place by the 1930s. Of course, aircraft and their operators were soon crossing oceans and borders and this brought about another series of challenges. We will now go on to take a look at more recent events with our main focus on the technical fields.
RECENT HISTORY AND POLICY DRIVERS Very early on the major aviation manufacturing nations began to set up a system of having their civil aviation regulatory bodies set national rules around aircraft design, manufacturing and maintenance. Like many nations, Canada put the regulation of civil aviation under the Canadian Air Force, which later became the Royal Canadian Air Force in 1924. By 1936 the federal politicians were convinced that the federal department of transport (which by the 1980s had morphed into Transport Canada, which it remains today) should regulate civil aviation. The U.K. and the U.S. followed similar patterns. Due to the fact that the U.K. had a global empire during the formative years of aviation, its ideas on such matters as technician licensing went worldwide. The U.S. CAA’s (which eventually became today’s FAA) influence on the world discussions advanced rapidly after World War II when the U.S. became such a mighty aviation manufacturing and operating nation. Differences in national political and social systems affected how countries regulated civil aviation and created the need for discussion on bridging the gaps. France, for example, based its safety culture around certifying organizations rather than technicians. However, it did licence pilots. The U.S. and U.K., having more personal responsibility centered culture, went towards certifying individuals in all fields (including maintenance). After many years, the influence of both the U.S. and the U.K. systems has created worldwide support for individuals being certified as a base for aviation safety and backed up by certified organizations in commercial aviation.
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S.E.A.L Aviation 1011 N.W. 51ST. Fort Lauderdale, Florida, 33309
www.SEALaviation.com | 954-492-3522 |
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