Air Operations

Dear Colleagues,

Under SPO.POL.140, the requirement for complex aircraft at planning stage is to fit in the Landing Distance Available, without application of any coefficient (unlike CAT operation where it needs to be demonstrated to be able to land within 60 or 70% of the LDA)
Then under AMC1 SPO.OP.210 (e), the inflight landing distance calculation requires to apply a factor of 115% to LDTA that needs to fit inside the LDA.

This means that the in-flight calculation becomes more restrictive than the before dispatch calculation, which would be opposite to the normal logic.

Is this a mistake in the regulation, or an omission, or did I miss something?

Thank you for your help

Dear colleagues,

I have a question concerning the Table 5 in AMC2 SPA.LVO.100(b). In this table a difference is made in the roll-out control/guidance system for operations with DH between 0-49ft or NO DH.
According CS AWO.B.CATIII.113 point (c) and (d) the landing system must always be fail-operational but the ground-roll control can be fail-operational or fail-passive. Does this mean that there are certain aircraft types that can have a fail-operational landing system but a fail-passive roll-out control/guidance system?

Many thanks.

Training of CRM trainers (flight crew and cabin crew)

EASA states that 'the training of flight crew CRM trainers should be conducted by flight crew CRM trainers with a minimum of 3 years experience' and that 'the training of cabin crew CRM trainers should be conducted by cabin crew CRM trainers with a minimum of 3 years experience'.

Am I correct in assuming that means that joint 5 day CRM trainer courses (attended by both flight crew and cabin crew) are no longer permitted, and that flight crew and cabin crew will each have to do separate courses, conducted by their respective trainers?

Many thanks, John