9 Conclusion
168. The UK aviation industry has changed significantly
since the establishment of the CAA in 1972 and a comprehensive
review of the organisation is overdue. Overall, the CAA appears
to be performing well within the regulatory framework provided
for it, but we believe that some structural changes to this framework
might allow it better to meet the needs of the aviation community
and the wider public. Although there is much to be admired in
the performance of the CAA, it is clear that many of those affected
by its activities are dissatisfied with certain aspects of its
work. While some of these dissatisfactions might be well-founded,
we believe that others are a result of little more than the CAA's
failure adequately to communicate with them. It is important that
the CAA makes more effort to listen to, and act upon, the concerns
of those it regulates and those on whose behalf it regulates.
It is equally important that it is open about its processes and
operations, so that those involved in, and affected by, the aviation
industry, and the public at large, can see and understand what
it is doing.
169. We have been concerned by the evidence we have
received of the chaos surrounding the establishment of the European
Aviation Safety Agency (EASA). It is clear that this organisation
is not yet ready to do its job and it is vital that the UK transfers
no further responsibilities to it until it has shown itself capable
of undertaking its existing responsibilities. The brief history
of the founding, planning and implementation of EASA inspires
a feeling of despondency about the ability of those minded to
make transnational European agencies work either effectively or
efficiently. The Commission must examine closely the lamentable
history of this half-baked, half-cock project, and apply the lessons
learnt to future endeavours. We also hope it will seek to provide
evidence of its competence by righting the situation of EASA promptly.
170. It is clear that the UK aviation market will
continue to change in the coming years: Europe will have an increasing
influence on the UK market; capacity constraints will increase
and will need balancing against growing and very real concerns
about the environmental impact of aviation; and there will be
a potential tightening of the skilled labour pool. It is vital
that the CAA recognises such changes in the market and is responsive
and flexible enough in its structure and its remit to meet the
challenges of the next 20 years.
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