(10)

Following the Agency’s analysis of information resulting from ramp inspections carried out on the aircraft of Union air carriers and from standardisation inspections carried out by the Agency, as well as specific inspections and audits carried out by national aviation authorities, several Member States have taken certain enforcement measures and informed the Commission and the EU Air Safety Committee about those measures.

(11)

Member States reiterated their readiness to act as necessary in the event that the relevant safety information indicates imminent safety risks as a consequence of a lack of compliance by Union air carriers with the relevant safety standards. In this regard, Bulgaria informed the Commission and the EU Air Safety Committee about actions it had taken with regard to the air carriers certified in Bulgaria.

(12)

Air carriers from Armenia have never been included in Annex A or B to Regulation (EC) No 474/2006.

(13)

In October 2019, the Commission informed the Civil Aviation Committee of Armenia ('CAC') about certain safety concerns related to the air carriers certified by the CAC.

(14)

Following the appearance of the CAC before the EU Air Safety Committee in November 2019, from 3 to 7 February 2020 experts from the Commission, the Agency and Member States (the ‘assessment team’) conducted a Union on-site assessment visit in Armenia at the offices of the CAC and at the offices of two air carriers certified in Armenia, namely Aircompany Armenia and Armenia Airways.

(15)

It is clear from the assessment visit report that the CAC has a systemic weakness in terms of personnel management, as evidenced by a lack of procedures to determine manpower requirements, a lack of procedures and methodology for determining staff training requirements, as well as their effective implementation, and a lack of documented job descriptions for several of the CAC occupied and outsourced functions.

(16)

With specific regard to staff training, the assessment visit report notes the seriousness of the identified deficiencies in terms of the CAC’s effective capacity to properly conduct the certification process and oversight of the air carriers certified in Armenia.

(17)

Furthermore, it is clear from the assessment visit report that the CAC lacks the quality management function needed to oversee the administration and transposition of legal, regulatory, and technical requirements into an effective organisational structure and business processes.

(18)

With specific regard to the CAC Flight Operations Department, the assessment visit report notes the lack of a structured document management system whereby certification traceability can be assured, and as a consequence CAC was unable to provide requested evidence of activities performed as part of the initial Air Operator Certificate ('AOC') certification for its certified air carriers.

(19)

With specific regard to the CAC Airworthiness Department, the assessment visit report notes the existence of an oversight plan to oversee the continuing airworthiness organisations of the air carriers and the approved maintenance organisations it certifies.

(20)

The assessment visit report also notes evidence of ineffective oversight as the visit to the air carriers revealed several issues in the undertakings, which should have been detected by the CAC as part of its oversight obligations.

(21)

On the basis of the outcome of the Union on-site assessment visit, the Commission invited CAC to a hearing before the EU Air Safety Committee on 12 May 2020. The air carriers Aircompany Armenia, Atlantis Armenian Airlines, Atlantis European Airways, Armenia Airways, Armenian Helicopters, and Skyball were also heard by the EU Air Safety Committee on that occasion.

(22)

At the hearing, CAC informed the EU Air Safety Committee about the safety improvement measures enacted since appearing before the EU Air Safety Committee in November 2019, and emphasised its commitment to pursue these and additional efforts to further improve safety oversight in Armenia. Specific note was made of the support given by the Armenian Government to CAC in this regard. Furthermore, the extensive efforts made to enable technical assistance and cooperation with other States and international organisations were highlighted during the hearing.

(23)

In relation to the assessment visit report observations, CAC provided details with respect to the measures taken following the Union on-site assessment visit regarding the CAC organisational structure. Specific mention was made to measures related to the improvement of the personnel management, improvements as regards the CAC Flight Operations Department and of its AOC certification process, as well as the training of the CAC inspectors. Furthermore, CAC provided details with respect to efforts being undertaken for the development of an Integrated Management Manual and an internal Electronic Document Management System.

(24)

The EU Air Safety Committee’s attention was specifically drawn to the efforts being undertaken to initiate, in cooperation with the Commission and EU Member States, a recertification of all the air carriers certified in Armenia, in combination with relevant on-the-job training support for its staff.

(25)

In addition, CAC underlined the results of the efforts made to revoke AOCs from Armenian certified air carriers no longer deemed to be compliant with international aviation safety standards.

(26)

The Commission and the EU Air Safety Committee acknowledge that the current situation is the result of a long period of inefficiency and neglect. Also, the Commission and the EU Air Safety Committee acknowledge the efforts made, and encourage CAC to pursue those efforts. They note the importance of the Armenian government’s commitment in this regard, and equally conveyed commitment to support and cooperate with CAC with its efforts. The Commission and the EU Air Safety Committee positively note the personal capability and commitment of the Chair of CAC in pursuing these efforts.

(27)

Nonetheless, on the basis of all available evidence, including notably from the Union on-site assessment visit, it has to be concluded that the CAC capabilities to oversee the aviation activities in Armenia are insufficient and not complying with the applicable minimum international safety standards. Significant further improvement of CAC capabilities will be necessary in order to address the current safety deficiencies. Currently, due to the significant deficiencies identified at the level of the personnel management, staff training, quality management function, combined with the inadequate certification activities and the ineffective oversight of air carriers, it is demonstrated that CAC does not have a sufficient ability to implement the relevant international safety standards, and its oversight capability cannot ensure that the operations of the air carriers that it has certified are continuously conducted in compliance with the relevant international safety standards.

(28)

Aircompany Armenia, operates a fleet of two Boeing B737 aircraft. According to the company’s statement, it is closely linked to Georgian Airways, an air carrier certified in Georgia with which Aircompany Armenia has established strong administrative and operational arrangements. In this respect, the Union on-site assessment visit found that Aircompany Armenia pilot training has been conducted in accordance with Georgian Airways procedures instead of its own procedures.

(29)

The Union on-site assessment visit found that Aircompany Armenia has staff knowledgeable with systems and manuals in place to manage the various operations. Most of the issues or shortcomings identified during the visit are related to the clarity of procedures and control over the sub-contracted activities, which are mostly conducted by Georgian Airways.

(30)

However, it is clear that Aircompany Armenia’s compliance monitoring system needs to be further developed, in order to ensure identification of non-compliance with national regulations and with the provisions of the approved operations manual, including in relation with the record keeping system.

(31)

During the hearing before the EU Air Safety Committee, Aircompany Armenia provided details with respect to the measures taken to address the observations and recommendations of the Union on-site assessment visit, stating that six out of seven observations have been addressed. However, no evidence was provided to this effect.

(32)

Atlantis Armenian Airlines, is an Armenian air carrier which operates one Let L-410 aircraft. During the hearing, the air carrier gave an overview of the company, including the available resources, the development plan of its fleet, its Safety Management System (‘SMS’), and its Flight Data Monitoring Program.

(33)

Atlantis European Airways operates a fleet of three Airbus A320 aircraft. During the hearing, the air carrier presented the company mission, the organisational structure, the training plan for its personnel and the SAFA results of the last year. In addition, information was provided about the air carrier’s EASA TCO audit results.

(34)

Armenia Airways is an Armenian certified air carrier with a fleet of one British Aerospace Bae-146-300 aircraft.

(35)

During the Union on-site assessment visit, the assessment team identified several deficiencies that require immediate attention, namely as regards recording and tracking of audits and audit findings. The assessment team also found evidence of the Quality Management System’s ineffectiveness, and considering the development plans of Armenia Airways, efforts should be made to establish a fully functional compliance monitoring system to identify any shortcomings which may affect the operations, and to ensure compliance with the approved operations manual. Special attention should be given to the training of pilots, to ensure competency of its crews.

(36)

During the hearing, Armenia Airways gave an overview of the air carrier and presented the measures taken following the Union on-site assessment visit. According to the information delivered during the hearing, all the observations raised by the assessment team have been addressed, except two, with which the air carrier did not agree. However, no evidence was provided to this effect.

(37)

Armenian Helicopters is an Armenian private helicopter air carrier, which operates domestic and international charter flights, as well as medical emergency transportation. During the hearing, the air carrier presented the structure and functioning of its SMS.

(38)

Skyball is an Armenian air carrier operating one hot air balloon. During the hearing the air carrier gave an overview of its organisation and activities, including information related to its SMS.

(39)

None of the information or evidence provided by any of the air carriers before or during the hearing provided the Commission and the EU Air Safety Committee with the assurance that the lack of safety oversight by CAC could be mitigated through the air carriers’ own compliance and safety systems.

(40)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that at this stage with respect to air carriers from Armenia there are grounds for amending the list of air carriers which are subject to an operating ban within the Union, and to include all air carriers certified in Armenia in Annex A to Regulation (EC) No 474/2006.

(41)

Through prioritisation of ramp inspections of all air carriers certified in Armenia, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Armenia with the relevant international safety standards.

(42)

Air carriers from Congo (Brazzaville) were included in Annex A to Regulation (EC) No 474/2006 in 2009 (6).

(43)

By letter of 19 December 2019, the Commission requested from the Agence Nationale de l'Aviation Civile du Congo (Brazzaville) (‘ANAC Congo’) a list of documents concerning its structure, oversight system and activities, including enforcement measures taken since 2017, as well as the current list of AOC holders and registered aircraft.

(44)

On 5 February 2020, ANAC Congo provided the requested information. ANAC Congo also informed the Commission that, since the last update it provided to the Commission, the AOCs of the air carriers Aero Service, Emeraude, Equatorial Congo Airlines S.A. and Mistral Aviation had been revoked, and that the new air carrier Société Nouvelle Air Congo (AOC No. CG-CTA 004) had been certified. ANAC Congo did not provide evidence that the safety oversight of this air carrier is ensured in compliance with international safety standards. Since ANAC Congo has not demonstrated that it has a sufficient ability to implement and enforce the relevant safety standards, the issuance of AOC to this new air carrier does not guarantee sufficient compliance with international safety standards.

(45)

The Commission notes that the ICAO Coordinated Validation Mission that took place in June 2019 reported that the effective implementation of international safety standards in Congo (Brazzaville) has increased to 66,99 %. Although ANAC Congo has made clear progress in its safety oversight capabilities, that progress should be verified during a Union on-site assessment visit to ANAC Congo and to selected air carriers certified in Congo (Brazzaville), before any decision with respect to removing an operating ban within the Union is considered.

(46)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that the list of air carriers from Congo (Brazzaville), which are subject to an operating ban within the Union, should be amended to include Société Nouvelle Air Congo in Annex A to Regulation (EC) No 474/2006 and to remove Aero Service, Emeraude, Equatorial Congo Arlines S.A. and Mistral Aviation from that Annex.

(47)

Through prioritisation of ramp inspections of all air carriers certified in Congo (Brazzaville), pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Congo Brazzaville with the relevant international safety standards.

(48)

Air carriers from the Democratic Republic of Congo were included in Annex A to Regulation (EC) No 474/2006 in 2006 (7).

(49)

As part of its continuous monitoring activities, on 22 April 2020 the Commission requested the Autorité de l’Aviation Civile of the Democratic Republic of Congo (‘AAC/RDC’) to provide a list of all AOC holders certified in the Democratic Republic of Congo.

(50)

On 6 May 2020, AAC/RDC informed the Commission that the new air carrier Mwant Jet (AOC No. AAC/DG/OPS-09/09) had been certified since the last update it provided to the Commission. On 13 May 2020, it also informed that the air carriers Air Tropiques, Blue Airlines, Blue Sky, Dakota, Korongo Airlines, Mango Airlines, Serve Air, and Will Airlift had ceased their flight operations, without having ever held an AOC. It also informed the Commission that the air carriers Air Kasai, Doren Air Congo, Gomair, Transair Cargo Services do not hold an AOC and that they are now engaged in the process of certification. Finally, it has informed the Commission that the name of the air carrier Services Air had changed and that the air carrier holds now an AOC under the name Serve Air Cargo. Since AAC/RDC has not demonstrated that it has a sufficient ability to implement and enforce the relevant safety standards, the issuance of an AOC to this new air carrier does not guarantee sufficient compliance with international safety standards.

(51)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that the list of air carriers from the Democratic Republic of Congo, which are subject to an operating ban within the Union, should be amended to include Mwant Jet and Serve Air Cargo in Annex A to Regulation (EC) No 474/2006, and to remove Air Tropiques, Blue Airlines, Blue Sky, Dakota, Korongo airlines, Mango Airlines, Will Airlift, Air Kasai, Doren Air Congo, Gomair, Transair Cargo Services, Serve Air and Services Air from that Annex.

(52)

Through prioritisation of ramp inspections of all air carriers certified in the Democratic Republic of Congo, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in the Democratic Republic of Congo with the relevant international safety standards.

(53)

Air carriers from the Dominican Republic have never been included in Annex A or B to Regulation (EC) No 474/2006.

(54)

On 15 April 2019, further to safety deficiencies identified by the Agency in the framework of the TCO authorisation process and based on the analysis of ramp inspections carried out under the SAFA programme, pursuant to Article 3(2) of Regulation (EC) No 473/2006 the Commission opened consultations with the Instituto Dominicano de Aviación Civil ('IDAC').

(55)

From 27 to 31 January 2020 experts from the Commission, the Agency and Member States (the ‘assessment team’) conducted a Union on-site assessment visit in the Dominican Republic at the offices of IDAC.

(56)

IDAC appears as a well organised, satisfactorily staffed and adequately funded organisation, which since 2018 has started implementing modern aviation safety management techniques, with a safety management or performance-based approach, to complement the more traditional regulatory compliance-based oversight activities. The legislative framework (Aviation Law and technical regulations – RAD) appears to duly integrate all areas covered by the Annexes to the Convention on International Civil Aviation, signed in Chicago on 7 December 1944, and are regularly amended.

(57)

The assessment team concluded that IDAC has the capabilities to oversee the aviation activities in the Dominican Republic. Although a number of improvements in IDAC are necessary as far as the effectiveness of enforcement is concerned, the assessment team did not identify any immediate safety concern at the moment of the visit, neither from what it reviewed in the IDAC offices nor from what it observed during visits to a number of air carriers. However, the assessment team found that currently IDAC does not classify the findings with regard to criticality for aviation safety, and thus findings (with any level of impact on safety), as well as mere remarks, are managed in the same way during the follow-up process. Therefore, it could not be demonstrated that IDAC or the affected air carriers ensure an adequate prioritisation of safety-critical findings.

(58)

Whereas that situation has a potentially detrimental effect on enforcement, the strong points of the system, in terms of resources and regulations, indicate that the conditions for future improvement are present, whilst the weaknesses identified do not show any critical feature that can block such improvement.

(59)

On 15 April 2020, IDAC sent to the Commission an action plan to address the shortcomings observed and reported by the assessment team. The Commission considers that the planned actions, if duly implemented within the proposed timeframe, should solve the issues identified. IDAC should provide regular updates to the Commission on the progress of implementation of those planned actions.

(60)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that at this stage with respect to air carriers from the Dominican Republic there are no grounds for amending the list of air carriers, which are subject to an operating ban within the Union.

(61)

Through prioritisation of ramp inspections of all air carriers certified in the Dominican Republic, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in the Dominican Republic with the relevant international safety standards.

(62)

If any relevant safety information indicates that there are imminent safety risks as a consequence of a lack of compliance with international safety standards, the Commission might be obliged to take further action in accordance with Regulation (EC) No 2111/2005.

(63)

Air carriers from Equatorial Guinea were included in Annex A to Regulation (EC) No 474/2006 in 2006 (8).

(64)

Following the Union on-site assessment visit that took place in October 2017, and the hearing at the EU Air Safety Committee of November 2017, in December 2018 Autoridad Aeronáutica de Guinea Ecuatorial ('AAGE') expressed to the Commission its interest in re-opening a dialogue on amending Annex A to Regulation (EC) No 474/2006 with respect to all air carriers certified in Equatorial Guinea.

(65)

Upon request, AAGE submitted to the Commission information on the improvements undertaken to its safety oversight system. Based on information received, the Commission notes the progress made, however certain deficiencies on fundamental issues, such as root cause analysis, a key component to prevent the re-apparition of non-conformities, are still present.

(66)

On 10 March 2020, the Commission, the Agency, Member States and representatives of AAGE held a technical meeting, during which AAGE provided information on its oversight activities and on the progress of the corrective action plan elaborated in 2017. In addition, AAGE informed the Commission that the operational fleets of respectively Ceiba Intercontinental and Cronos Airlines have been reduced to one mid-sized aircraft each.

(67)

As the currently available information is insufficient to remove doubts about existing deficiencies, a new Union on-site assessment visit to further verify the capacity of Equatorial Guinea to ensure effective safety oversight should be organised.

(68)

Based on information currently available, in accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that at this stage with respect to air carriers from Equatorial Guinea there are no grounds for amending the list of air carriers, which are subject to an operating ban within the Union.

(69)

Through prioritisation of ramp inspections of all air carriers certified in Equatorial Guinea, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Equatorial Guinea with the relevant international safety standards.

(70)

Air carriers from Kazakhstan were removed from Annex A to Regulation (EC) No 474/2006 in 2016 (9) .

(71)

As part of the continuous monitoring activities following Kazakhstan’s removal from the Air Safety list, the Commission, by letter of 10 February 2020, informed the Civil Aviation Committee of Kazakhstan ('CAC KZ') about certain safety concerns related to the air carriers certified by CAC KZ, in particular regarding to BEK Air.

(72)

On 28 February 2020, CAC KZ and the Aviation Administration of Kazakhstan Joint Stock Company (‘AAK’) informed the Commission about the oversight activities performed in respect of the air carriers certified in Kazakhstan during the past three years, as well as about the oversight conducted in respect of the air carrier BEK Air. In this context, the Commission requested the evidence of Kazakhstan’s continued capacity to ensure effective safety oversight.

(73)

With specific regard to the air carrier BEK Air, on 21 April 2020, the AOC of this air carrier has been revoked. The AOC of another air carrier, Azee Air, has been suspended pending further oversight activities.

(74)

Whilst acknowledging the recent steps taken by AAK to enhance its safety oversight capacity, the Commission has, on the basis of the analysis of the documentation and information provided, decided to open consultations with CAC KZ and AAK in accordance with Article 3(2) of Regulation (EC) No 473/2006.

(75)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that at this stage with respect to air carriers from Kazakhstan there are no grounds for amending the list of air carriers, which are subject to an operating ban within the Union.

(76)

Through prioritisation of ramp inspections of all air carriers certified in Kazakhstan, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Kazakhstan with the relevant international safety standards.

(77)

If any relevant safety information indicates that there are imminent safety risks as a consequence of a lack of compliance with international safety standards, the Commission might be obliged to take further action, in accordance with Regulation (EC) No 2111/2005.

(78)

Air carriers from Kyrgyzstan were included in Annex A to Regulation (EC) No 474/2006 in 2006 (10).

(79)

On 2 August 2019, the Commission requested from the Civil Aviation Agency of the Kyrgyz Republic (‘CAA KG’) a list of documents concerning its structure, oversight system and activities, including enforcement measures taken since 2017, as well as the current list of AOC holders and registered aircraft.

(80)

On 10 September 2019, CAA KG provided the requested information. CAA KG also informed the Commission that, since the last update provided to the Commission, the AOCs of the air carriers Air Bishkek, Central Asian Aviation Services (Caas), Heli Sky, Air Kyrgyzstan, Manas Airways, S Group International, Sky Bishkek, Sky Way Air, and Valor Air have been revoked, and that the new air carrier Air Company Air KG (AOC No. 50) has been certified. Since CAA KG has not demonstrated that it has a sufficient ability to implement and enforce the relevant safety standards, the issuance of an AOC to this new air carrier does not guarantee sufficient compliance with international safety standards.

(81)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that the list of air carriers from Kyrgyzstan, which are subject to an operating ban within the Union, should be amended to include Air Company Air KG in Annex A to Regulation (EC) No 474/2006, and to remove Air Bishkek, Central Asian Aviation Services (Caas), Heli Sky, Air Kyrgyzstan, Manas Airways, S Group International, Sky Bishkek, Sky Way Air, and Valor Air from that Annex.

(82)

Through prioritisation of ramp inspections of all air carriers certified in Kyrgyzstan, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Kyrgyzstan with the relevant international safety standards.

(83)

Air carriers from Libya were included in Annex A to Regulation (EC) No 474/2006 in 2014 (11).

(84)

As part of its continuous monitoring activities, on 22 April 2020 the Commission requested the Libyan Civil Aviation Authority (‘LCAA’) to provide a list of all AOC holders certified in Libya.

(85)

On 4 May 2020, LCAA informed the Commission that the AOC of the air carrier Ghadames Air Transport has been revoked, and that the new air carriers Al Maha Aviation (AOC No. 030/18) and Libyan Wings Airlines JSC (AOC No. 029/15) have been certified. Since LCAA has not demonstrated a sufficient ability to implement and enforce the relevant safety standards, the issuance AOCs to those new air carriers does not guarantee sufficient compliance with international safety standards.

(86)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that with respect to air carriers from Libya the list of air carriers which are subject to an operating ban within the Union, should be amended to include Al Maha Aviation and Libyan Wings Airlines JSC in Annex A to Regulation (EC) No 474/2006, and to remove Ghadames Air Transport from that Annex.

(87)

Through prioritisation of ramp inspections of all air carriers certified in Libya, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Libya with the relevant international safety standards.

(88)

Air carriers from Nepal were included in Annex A to Regulation (EC) No 474/2006 in 2013 (12).

(89)

As part of its continuous monitoring activities, on 22 April 2020 the Commission requested the Civil Aviation Authority of Nepal (‘CAAN’) to provide a list of all AOC holders certified in Nepal.

(90)

On 3 May 2020, CAAN informed the Commission that the AOC of the air carrier Air Kasthamandap has been revoked, and that the new air carriers Heli Everest (AOC No. 086/2016) and Kailash Helicopter Services (AOC No. 087/2018) have been certified. They also informed that Muktinath Airlines has changed its name into Prabhu Helicopters. Since CAAN has not demonstrated a sufficient ability to implement and enforce the relevant safety standards, the issuance of AOCs to those new air carriers does not guarantee sufficient compliance with international safety standards.

(91)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that with respect to air carriers from Nepal the list of air carriers which are subject to an operating ban within the Union, should be amended to include Heli Everest and Kailash Helicopter Services in Annex A to Regulation (EC) No 474/2006, and to remove Air Kasthamandap from that Annex.

(92)

Through prioritisation of ramp inspections of all air carriers certified in Nepal, pursuant to Regulation (EU) No 965/2012, Member States should continue verifying the effective compliance of air carriers certified in Nepal with the relevant international safety standards.

(93)

Air carriers from Sierra Leone were included in Annex A to Regulation (EC) No 474/2006 in 2006 (13).

(94)

As part of its continuous monitoring activities, on 22 April 2020 the Commission requested the Sierra Leone Civil Aviation Authority (‘SLCAA’) to provide a list of all AOC holders certified in Sierra Leone.

(95)

On 2 May 2020, SLCAA informed the Commission that the AOCs of the air carriers Air Rum, Destiny air Services, Heavylift Cargo, Orange Air Sierra Leone, Paramount Airlines, Seven Four Eight Air Services and Teebah Airways have been revoked, and that currently there are no AOC holders in Sierra Leone.

(96)

Since SLCAA has not demonstrated that it has a sufficient ability to implement and enforce the relevant safety standards, the issuance of AOCs to any new air carriers does not guarantee sufficient compliance with international safety standards.

(97)

In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, the Commission therefore considers that the list of air carriers from Sierra Leone, which are subject to an operating ban within the Union, should be amended to remove the air carriers Air Rum, Destiny Air Services, Heavylift Cargo, Orange Air Sierra Leone, Paramount Airlines, Seven Four Eight Air Services, and Teebah Airways from Annex A to Regulation (EC) No 474/2006.

(98)

Regulation (EC) No 474/2006 should therefore be amended accordingly.

(99)

Articles 5 and 6 of Regulation (EC) No 2111/2005 recognise the need for decisions to be taken swiftly and, where appropriate, urgently, given the safety implications. It is therefore essential, for the protection of sensitive information and the traveling public, that the decisions in the context of updating the list of air carriers, which are subject to an operating ban or restriction within the Union, are published and enter into force immediately after their adoption.

(100)

The measures provided for in this Regulation are in accordance with the opinion of the EU Air Safety Committee established by Regulation (EC) No 2111/2005,