Welcome

first : this is my first post here..please be patient with me and possibly drive me for the future. Let us go to my question: I need advice on maintenance altimeter check for a German registered aircraft under 2 tons private and certified IFR.
somebody told me that it must be done every two years ,other sources report that it is not needed being private and below 2 tons

Good morning everyone,
Which regulation allows/requires CAMO to perform unscheduled audits at contracted maintenance organizations?
Thanks and kind regards,
Dilek

SAFE 360˚ 2022 started today Sep. 13 in Brussels
https://www.easa.europa.eu/en/newsroom-and-events/events/safe-360deg-sa…

SAFE 360˚ - Safety in aviation forum for Europe, offers an all-round perspective on aviation safety. This conference strives to break down silos by examining the key safety issues in Europe from a cross-domain perspective. It includes the full spectrum of aviation stakeholders taken from up and down the technical and management chain.

Agenda is included.

NASA ASRS CALLBACK Issue 512 What would you have done?
https://asrs.arc.nasa.gov/publications/callback/cb_512.html

This month, CALLBACK again offers again a chance to “interact” with the information given in a selection of ASRS reports. Complete the “The First Half of the Story” and compare with what reporters did. Each incident gives you a chance to refine your aviation judgment and decision-making skills.

Good morning everyone,

could you please clarify the requirement for LVP at airports for LVTO in the RVR range of 550m - 400m:

According to this manual LVPs are required at the airport (ref. top of page 17).

According e.g. AMC2 SPA.LVO.105(c)(b)(7) LVPs are only required for LVTO with RVR <400m.

Thank you.

Theo Hankers
Volkswagen AirService GmbH

Hello,
recently got diagnosed with Type 1 Diabetes, and came to sad conclusion that across almost all of the Europe i can't fly no more, even privately.

Could someone explain how is it possible in 2022? We currently have widely available CGMs and Insulin pumps. We are not existing in stone age anymore. I can say with most certainty that at my 23 years old, i am more healthy than 70% of pilots, but due to outdated regulation i can't fly, which is a HUGE disappointment.

VAST Global Conference 2022: Watch video with Chris Hill and Bruce Webb https://www.facebook.com/watch/?v=372572841588504&ref=sharing

Meet the French helicopter world at Paris heliport on Sept. 18, on the occasion of the European Heritage Days

http://www.ufh.fr/actualites-evenements/journeeses-du-patrimoine-2022/

The EASA Annual Safety Review (ASR) was just published on the EASA Website. We made a quick summary video of the Rotorcraft part to let you know all the most important headlines.
Apologies, we said 60 seconds but it's more like 3 minutes.

https://www.easa.europa.eu/en/newsroom-and-events/news/easa-annual-safe…

The EASA Annual Safety Review (ASR) was just published on the EASA Website. We made a quick summary video of the General Aviation part to let you know all the most important headlines.
Apologies, we said 60 seconds but it's more like 3 minutes.

https://www.easa.europa.eu/en/newsroom-and-events/news/easa-annual-safe…

Hello everyone,
We are struggling with the new text of AMC1 ORO.FC.105(b)(2);(c)
which stipulates the requirements of aerodrome classification category A.
In bullet (B) it states a condition of the presence of "at least one runway with no performance-limited procedure for take-off and/or landing, such as no requirement to follow a contingency procedure for obstacle clearance in the event of an engine failure on take-off from any runway expected to be used for departure"
How do we need to interpret this? The second part of the sentence seems to contradict the first part of this sentence. If this means that the presence of an EOSID on any runway precludes category A, most aerodromes will fall in category B. Is this assumption correct? How do you interpreted this regulation?