Air Operations

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

Can anyone tell me where I can find a regulatory text giving me the opportunity to combine information that appears in multiple manuals into one separate manual? I have prepared a Managment System Manual containing all common information given in OM-A and CAMO, as org charts etc, to avoid redundancy of information. But CAA-X CAMO insists that this shall be outlined in the CAME specifically because some user guides says so. Can anyone guide me here?

Hello I'm an air traffic controller and assessor, need to know if there's any regulation reference blockage of runway winds indication on a valid system to mitigate runway incursions. Thanks

Hi,
I have question regarding FCL.915.SFI SFI-Prerequisites.
As stated, there are listed items that candidate shall meet. My question is, are these prerequisites applicable before START of TRAINING or they must be met before START of APPLICATION.
For example, SFI candidate must have 2 LOFT sessions. Can we start training for SFI before he performed 2 LOFT sessions? And then he performs it after training before CAA application?

Thank you.

Recently (EU) 2024/1111 was published. In Annex VII it introduces a new Annex IV to regulation (EU) No 965/2012: Part-IAM. In subpart A of this part, all article titles start with the the prefix "IAM", which is logical .
However, in Subparts B, C and S, the prefix suddenly has changed to "UAM". So far, in no other regulation there is a change in the prefix. Is this UAM prefix an error and should it be IAM? or else what does UAM stand for?
Thank you for explaining this.
Best Regards
Roger van der Velden

EASA AMC 20-6 - Established aeroplane status before the ETOPS Entry Point

EASA AMC 20-6 defines the surveillance to be implemented in flight and in particular before the ETOPS Entry Point, which includes the established aeroplane status, without further details.

In addition, Aircraft manufacturers establishe diversion decision making procedures for ETOPS flights.

Can this diversion decision making also be applied to entering the ETOPS zone, or should the technical status criteria of the aircraft be more restrictive before entering the ETOPS zone than once in this zone?

Thank you for your clarification.

Good morning to everyone, I'm Jose Javier Navarro, I am a field trainer in IADA which is an institute created to train all the staff in the maintenance field of AENA net of Spanish airports.
I’m focused on teaching electrical and optical maintenance of visual aids to air navigation.
Now I’m updating contents according to all the updates that the overall reference documents have been incorporating in the latest times.
I need to know where to find the so called “required visual references” I’ll explain myself: when the pilot reach the decision height (DH) and knowing the RVR, he needs to see a segment of lights regarding the type of operation taking place (CATI, II or III) those guides were well explained in the documents JAR-OPS from Joint Aviation Requirements. The thing is that I believe that the JARs are no longer active so I need to know where I can find an official document where all this are explained.
Thanks everyone beforehand and have a nice day.

Contingency fuel - what is it meant for, related to phases of conducting a flight? Or more specific: It is calculated as percentage of trip fuel and was formerly named 'inflight reserve', but is it allowed to be used prior TakeOff - eg. during Taxi? And where the regulation is layed down in details (965 searched already)?