Thanks, Thierry, good addition.
The effect of heat on human performance was also mentioned in the comment above by Jean-Marc van Dam.
Thanks, both!
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Michel Masson commented on Michel Masson's topic in Rotorcraft
Andreas Lipp commented on Simon Scholey's topic in Air Operations
It may be helpful to clarify that the Mandate being discussed is the so-called PBN-IR and it currently applies only to ILS CAT I operations, which are supposed to only be available for contingency operations after the cutoff date in the EU; PBN approach operations (LPV, LNAV/VNAV or LNAV) being offered by default. The mandate explicitly excludes ILS CAT II/III or GBAS operations and the related installations A number of questions need discussion, not only the target timeline as regards airborne capability, but also how the EU definition of contingency is related to ICAO provisions and all the aspects of GNSS interference risk.
Pedro Escorel Boudreau posted in Rotorcraft
3 months ago
Public
Hello EASA Community,
I'm planning to expand my involvement in rotorcraft events across Europe and would love to get some insights from this knowledgeable community. I will be attending the European Rotors event in Amsterdam this November, and I'm really looking forward to it!
However, I would appreciate any recommendations for other fairs, conferences, or tradeshows that are worth attending within Europe. What have been your favorite events, and why? Whether it's for networking, learning about the latest technologies, or finding valuable workshops, I'd love to hear your experiences and suggestions.
Looking forward to your recommendations!
djanibodlovic commented on a post in Rotorcraft
Michel Masson
3 months ago
Public
SKYbrary article The importance of effective risk management at all hospital helicopter landing sites, Sept. 2, 2024
https://skybrary.aero/accidents-and-incidents/s92-plymouth-uk-2022?utm_…
"On 4 March 2022, a helicopter touching down on the designated landing site at a Plymouth hospital to deliver a recovered casualty subjected several people in an adjacent car park to significant downwash. Two were blown over sustaining serious injuries with one dying later the same day. Hospital management was found to have failed to effectively assess the risks of landing site operation and its communications with the operator to ensure safe site use. The landing site was not being operated in accordance with guidance applicable to more recently opened sites nor was it required to be."
Picture: "The HLS showing the direction of the helicopter’s approach and the locations of the two people seriously injured after their stability was compromised by the downwash. [Reproduced from the Official Report]"
Risk management on H hospital sites?! Afraid that is important only in normal EASA lands, not in Croatia 9A under the CCAA.hr .Please take look on Split Firule H (reconstruction), Karlovac H (new), Slavonski Brod H (new), Zagreb Dubrava H (reconstruction), hospital sites. In case you find any positive relation to ICAO Annex 14 vol II, please let us know ;)
Michel Masson posted in Rotorcraft
3 months ago
Public
SKYbrary article The importance of effective risk management at all hospital helicopter landing sites, Sept. 2, 2024
https://skybrary.aero/accidents-and-incidents/s92-plymouth-uk-2022?utm_…
"On 4 March 2022, a helicopter touching down on the designated landing site at a Plymouth hospital to deliver a recovered casualty subjected several people in an adjacent car park to significant downwash. Two were blown over sustaining serious injuries with one dying later the same day. Hospital management was found to have failed to effectively assess the risks of landing site operation and its communications with the operator to ensure safe site use. The landing site was not being operated in accordance with guidance applicable to more recently opened sites nor was it required to be."
Picture: "The HLS showing the direction of the helicopter’s approach and the locations of the two people seriously injured after their stability was compromised by the downwash. [Reproduced from the Official Report]"
Michel Masson posted in Air Operations
3 months ago
Public
EASA Project Update — Detection of Lithium Batteries using Security Screening Equipment
September 10, 2024, 14:00 - 16:00 CET,
Online event organised by CAA International on behalf of EASA
Speakers include experts from CAA International (CAAi) & Rapiscan Systems Limited
Related domains: Aerodromes, Air Operations, Research & Innovation
https://www.easa.europa.eu/en/newsroom-and-events/events/webinar-easa-p…
In December 2022, EASA appointed a Consortium to perform a research study on "Detection of Lithium Batteries using Security Screening Equipment" (https://www.easa.europa.eu/en/research-projects/detection-lithium-batte…) for the specific case of detecting lithium batteries in checked baggage. The project main objective is to evaluate the feasibility of the detection of lithium batteries transported as checked baggage, using existing security screening equipment and processes in operation at airports.
This webinar presents and discusses current project developments and achievements.
Konstantin Stoyanov commented on a post in Air Operations
Konstantin Stoyanov
4 months ago
Public
Hello everyone,
I recently had a discussion with our CAMO regarding original documents to be carried on board of the aircraft. The issue is with CofA or airworthiness certificate we do have the original on board but we have only copy of the ARC in CAT.GEN.MPA.180 ARC is not mentioned at all but i.a.w. 1321/2004 CofA is not valid without ARC. Could you please give me some hints where to look for conformation....
Regards Costa
Hello Dear All,
Thank you for sharing your opinion, seems there is no 100% clear answer if the original has to be on board or copy is sufficient.
Dear Kyra, I personally share your opinion for the current situation. Also I do not understand why EASA does not make a clear statement on this in the regulations or guidance materials. Maybe not bad idea to be added during next revision...
I understand that carrying the original is quite hard to comply, especially when extension is needed and the aircraft is in daily use also this document has unique tracking number (similar to the EASA Form Ones) so I would support not carrying the original document on board if legal to do so.
Actually I have another similar question but for light piston aircraft. I work with a CAMO located in a different country than the country we operate the aircraft, each time new ARC extension is done they produce new original ARC with the extension on it. Do you consider it legal?
Regards
Michel Masson created a topic in General Aviation
Simon Scholey created a topic in Air Operations
Michel Masson created a topic in Rotorcraft
Volodymyr Deriabichev commented on Volodymyr Deriabichev's topic in Air Operations
Hello! Thanks for answer! Regards
Miguel Galea commented on Miguel Galea's topic in Air Operations
Thank you Gentleman, I agree 100%.
diomiro certaldi commented on a post in Air Operations
Fahri PEKSU
3 months ago
Public
The basic safety issue is Human Factors in aviation especially. We make advanced technological computerized devices, instruments or aircraft but we assign a human who responsible from its safe operation and control. Therefore, Human Factors Matter.
Fahri PEKSU
Pilot/SMS/FRMS/FDM Specialist
Yes i agree. in my opinion Human factor training must be provided at all levels. included at least the accountable managers. In some situation they are directly or indirectly "involved" more than a mechanic.
Fahri PEKSU posted in Air Operations
3 months ago
Public
The basic safety issue is Human Factors in aviation especially. We make advanced technological computerized devices, instruments or aircraft but we assign a human who responsible from its safe operation and control. Therefore, Human Factors Matter.
Fahri PEKSU
Pilot/SMS/FRMS/FDM Specialist
Vasileios PAPAGEORGIOU created a topic in Cybersecurity
Miguel Galea created a topic in Air Operations
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Germán García González created a topic in Air Operations
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Michel Masson created a topic in Air Operations
