Welcome

The definition for hazard is different in the regulations of ICAO and EASA... Do you know why EASA has choosen not to update to the newer shorter version? Is there a discussion at EASA regarding this? Kind regards.
ICAO: A condition or an object with the potential to cause or contribute to an aircraft incident or accident.
EASA: hazard’ means a situation or an object with the potential to cause death or injury to a person, damage to equipment or a structure, loss of material, or a reduction of ability to perform a prescribed function.

Hey all,

thanks for all the answers, this was overwhelming!
I got a request from ATC to 'prepare to fly runway heading 1000ft' (there was traffic in the pattern) but later that changed in a 360...
Later at home that made me think 'what did she really mean by that?', so what better place to ask here!

Hope to see at least some of you on the 11th!

@Bas, thanks for the page number of The Easy Access Rules, that was very helpful), I could not find using my google-fu...

EASA Part-FCL

Dear colleagues,
My understanding is that a FI without CPL theory is limited to provide initial training to issue an LAPL(A) but other than that you have full privileges and conditions (FCL.905.FI FI) which include to conduct flight instruction for the issue (as I said limited to LAPL), revalidation or renewal.
In the other hand, I consider that it is a tremendous error only allow to FI with CPL Theory to conduct training to PPL students because there are a excellent PPL FI without CPL theory whising to conduct this training which do not see the FI job as a a mandatory step to get an airline job, on the contrary, they are pilots who are passionate about teaching (of course I can not generalize).
Can Christian tell us if there is this issue on the EASA table or it is something that will not change. Many thanks.

1. An AOC is required to have either a Part-CAMO approval or a contract with an approved CAMO which forms part of the same air carrier business grouping as per 1321/2014 M.A.201 (e),(ea). The CAMO within an AOC may opt to subcontract some tasks to another CAMO, however these tasks remain the responsibility of the AOC's CAMO and the subcontracted CAMO organisation will work under the management system of the AOC's CAMO.

2. An aircraft registered under one member state maybe operated within an AOC of another member state, however the acceptance is at the discretion of the competent authorities of the AOC and the aircraft register. An ICAO Article 83 bis agreement is required to be established between the competent authorities.

me too. it will happen at any moment, if I am correct.

To my understanding a yellow taxi line is also a visual means to guide an aircraft during parking manoeuvers. Of course when obstacles or other aircraft are in close proximity an advanced visual docking guidance system or a marshaller(s) should be used.

Hi Grégoire, indeed there are similarities between Part-IS and the NIS2. While there are a few differences on their nature in legal and practical terms, I would sum it up by saying that the main objective between those two is different.

The NIS2 Directive aims to provide legal measures to boost the overall level of cybersecurity and preparedness in the EU, both at the level of the MS as well as at the industry level across a number of sectors, including the transport and the aviation sector.

On the other hand, Part-IS aims to provide organisations with the tools to identify and manage information security risks that may have a potential impact on aviation safety. For this reason, Part-IS and its provisions are tailored to the aviation sector and its stakeholders needs, supporting its implementation with relevant AMC/GM material that will published within this year.

Consequently, some security requirements are overlapping between the two rules. Those requirements may be considered fulfilled if complying with the rules as described above, including Part-IS, with the aim of avoiding potential overlaps and duplications on both regulations.

The case a) is a general situation which does not mean a failure of any kind.It can be when you like to enter a traffic circuit where the tower is not present or out of operative hours.In this case you inform the other traffics in circuit of your intention.Some times it is even reccomended in the map and rules of that airport. The case a) is generally applicable any time you intend to inform all other traffic around of your presence.For example when you fly a wide area covered by a Flight Information Service Station (FIS) in space G very far from your position.You receive them because of their power trasmission by they cannot receive you due to your low power radio,nevertheless you want to inform the other traffic around you ,who listen the same FIS ,of your presence