Introduction
The federal aviation regulations in the US (FARs) and the UAE GCAA regulations (CARs) have been adopted with the main goal of controlling aviation activities. Some of the activities “regulated in the air transport sector include airline flights, model rocket launches, kite flying, hot-air ballooning, and aircraft design and maintenance” (Bazargan 2010, p. 23). The aviation regulations in the UAE and the US require aircraft companies to conform to standards in operations to significantly reduce accidents. Although the regulations have many common functions, some elements make them different. For instance, requirements for registration of aircrafts differ due to the use of different requirements. An example of similarities is whereby they apply the same passenger safety rules. This paper discusses the differences and similarities in the requirements for operations and specifications between FARs and CARs. In addition, it provides reasons for the differences and offers recommendations for improving the regulations.
Differences
The FAA regulations (FARs) do not need any justification of airworthiness on ultralight aircrafts. Instead, it is upon owners of planes to ensure that ultralight is in safe condition and secure to fly. FARs use techniques, such as “federal ultralight aircraft resource guide” and “amateur built aircraft and ultralight flight testing handbook” that show how FAA explains the meaning of ultralight (Zweifel 2013). The books demonstrate how aircraft testing should be done to ensure efficiency and safety. On the other hand, the UAE GCAA regulations (CARs) require ultralight planes to be assessed in terms of airworthiness. However, they do not rely on publications to govern ultralight aircrafts. Second, the FARs require pilots to attain excellent aviation skills under through FAA-recognized programs, but not based On the contrary, CARs do not restrict training of pilots to specific training institutions. They consider pilots from all institutions across the world.
Aircraft registration requirements in the two regulatory frameworks in the US and the UAE are also different. FARs state that the registration of aeroplanes should be done by the FAA that also gives a corresponding airworthiness certificate with the inclusion of inspection by the appropriate department. For instance, in 2004, the FAA launched a certification option known as light sports aircraft. The technique had characteristics, such as simplicity, reduced performance, low energy consumption, and balloons among others (Seidenstat 2009). Another technique known as experimental amateur-built was also launched that was meant for recreation and learning purposes.
In contrast, CARs are not particular to the modes of registration. In fact, any firm can do the registration as long as it is a legal organization. In addition, CARs do not have techniques for registration of aircrafts. Whenever there are changes in the design of planes, the FAA ascertains the design changes in accordance with the standards in the sector. On the other hand, “CARs do not aim at ascertaining new designs, but some organizations collect data on designs across the world” (Bazargan 2010). If the UAE GCAA is not satisfied with the data given by the FAA, it launches studies to determine the details of new designs in the market. Regarding accident investigations, the FAA makes all the necessary efforts to avail the required information and technical solutions to accident investigators, but CARs do not promote the utilization of such information.
Similarities
Both FARs and CARs have clauses that promote responses to service difficulties. When aircrafts have technical problems due to faults in some parts, such as engines and propellers, which the FAA controls, then the FAA seeks for solutions from the GCAA. The same happens when the GCAA encounters some problems that can be solved by the FAA. Aircraft validation processes are similar in the two regulatory bodies for the reason that they require effective communication among organizations. For instance, communications involve three parties, which are the FAA, the GCAA, and an applicant. It is upon the GCAA to liaise with the FAA solve technical issues and vice-versa (Waite, & McDaniel 2009).
My opinion on the causes of differences
In my opinion, the differences between the two sets of regulations exist due to three factors. First, there are different levels of development in the US and the UAE, which have led to the adoption of stricter control measures in the US aviation sector. Second, there are significant variations with respect to the customer dynamics. Thus, the regulations are designed to reflect the dynamics among customers. Finally, the numbers of aviation training institutions in the UAE are fewer than those in the US. Thus, the CARs do not restrict training of pilots to certain training institutions in the
Recommendations
The two sets of aviation regulations in the US and the UAE can be improved by adopting two recommendations. First, it would be recommended that the aviation regulatory agencies in the US and the UAE update regulations on a regular basis to reflect changes in the sector, which will go a long way in improving the quality of services. Second, it would be suggested that aviation regulatory bodies in the two nations should aim at achieving the same level of development, especially with respect to the utilization of information technology and the establishment of aviation training institutions.
Conclusion
In conclusion, the FARs and the UAE GCAA regulations (CARs) are important in promoting high levels of efficiency and safety in the aviation sector in the US and the UAE. As shown in this paper, the requirements for operations and specifications in the two regulatory frameworks are different due to a number of reasons. However, the regulations have some similarities, which make aircrafts fly across borders.
References
Bazargan, M, 2010, Airline operations and scheduling, Ashgate Publishing, Farnham, England.
Seidenstat, P, 2009, Protecting airline passengers in the age of terrorism, Praeger Security International, Santa Barbara, CA.
Waite, J, & McDaniel, J, 2009, The impact of airline bankruptcies on airports, Transportation Research Board, Washington, D.C.
Zweifel, T, 2013, Culture Clash 2 Managing the Global High-Performance Team, BookBaby, Hoboken, NJ.