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While the two most affected transponders are designed in accordance with Minimum Operational Per‑
formance Standards (MOPS), their design specifications were deemed to more susceptible to this type
of over‑interrogation and;
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In the affected area, there are a high number of ground based interrogators, which are over‑solicit‑
ing airborne components, resulting in a situation whereby the 1030 MHz frequency is approaching
saturation.
The Agency was able to derive the approximate location of the transmitting source, which was found to be in an
area of 60 NM radius East‑southeast of Prague. The analysis further concluded that this over interrogation of the
1030 MHz frequency was most probably caused by a system or installation that was either in test or in an unusu‑
al operational mode. Furthermore, it has been concluded that it is very unlikely that the events were caused by
weather phenomena or other natural causes, military exercises or security threats.
On the basis of the technical investigation, the Agency made seven recommendations of high priority and four
recommendations of secondary priority. In addition, the Agency has initiated joint work with the FAA in order
to assess the design specifications of the most affected transponders and to understand the behaviours of differ‑
ent transponders to over interrogation.
Remotely Piloted Aircraft
In 2014, EASA has taken a more active role in RPAS regulation, with EASA chairing the Joint Authorities for
Rulemaking on Unmanned Systems (JARUS). JARUS is a global grouping of authorities that are developing and
proposing regulations for Remotely Piloted Aircraft. JARUS has agreed to a concept of operations that defines
how and when these new types of aircraft should be regulated. This concept provides for a flexible and propor‑
tionate approach to regulating RPAS. For example, the simplest aircraft and their operations would not to be
regulated at all. JARUS has created a secretariat to support their work, which will be hosted by the EASA Brus‑
sels office. JARUS is also involved in increasing involvement of industry and to actively support the work of ICAO
in the field of RPAS.
EASA has, through its role as chair of the ECCAIRS Taxonomy Working Group, facilitated updates to the taxono‑
my used in the ECCAIRS system. This system enables EASA and the EASA MS to record accident and occurrence
information involving RPAS and for this data to be analysed in greater detail. It follows that this will enable the
safety risk management process, as described in Chapter 2, to be applied to the RPAS Sector so that safety risks
can be identified in a timely manner and included in the EASp where appropriate.