Air Operations

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 The thing is that I believe that the JARs are no longer active so I need to know where I can find an official document where all this are explained.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)?

AMC3 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

In the EASA fuel Webinar sept 22 the changes was supposed to concerned the wind only and the gust. why the deterioration in transient/shower conditions is now applicable ? Is it a mistake ?

Dear Community,

I have a question regarding positioning.

A crew member completes a flight and reports off duty at base 'A'. He then goes to the crewhouse at base 'A' and the next day drives home. Two days later, he needs to report again, but this time at his home base 'B' for office duty.

My question is: Is the trip from base 'A' to base 'B' considered travel or positioning (thus duty)? The crew member reports off at point 'A' and then reports back at point 'B' (his home base) two days later. During this period, he goes home and then reports at point 'B'.

Do we need to register how the crew member travels from base 'A' to base 'B' even though he reports off at 'A' (since FTL start when reporting on and end when reporting off)? The main concern is how he travels from 'A' to 'B': in his own time (travel) or as positioning (duty)? The operator requires him at 'B', but he was at point 'A'

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