Air Operations

The Regulation is clearly worded to avoid confusion about which organisation is operating the aircraft. The term 'damp lease' is a commercial arrangement that results in crew being 'shared' between the lessor and the lessee, but we all need to remain vigilant to identify whether the aircraft is being operated by the lessor (wet lease) or the lessee (dry lease). As explained in previous comments, if the 'non-operator' provides crews, then these must be legally 'absorbed' into the 'operator's' organisation, and operate to the 'operator's' policies, processes, and procedures.

Excellent article. I will add this problem to our educational program for ATC and pilots students in Aviation Meteorology subject. I will suggest to my colegues in the ATC/Pilots Simulation Center to add the procedure of the QNH check.
Well, the provision of barometric pressure by the local meteorological service to ATC is automated, so the human mistake is eliminated. The problem can occur in case of a bad setting of the altitude of the pressure sensor (or technical failure). We've had this problem in the past at the airport. The problem was solved after high-precision measurement of the position and altitude of the new meteorological garden by the National Geographic Institute experts.

I have a question:
Is there a significant error in the altimeter setting that can result in the incident?

Hi,
I am dealing with a clarification about AMC3 CAT.OP.MPA.182 : the tab APPLICATION OF AERODROME FORECASTS (TAF AND TREND) TO PRE-FLIGHT PLANNING. As you know, you should consider gust for pre-flight planning.
Here is the case :
- the destination aerodrome is accessible considering TAF
- after take-off, an amedment of TAF is available and there is gust which would infringe pre-flight weather conditions.
In-flight, should gust be taken into account as for pre-flight planning ? In the example : does that mean that the destination is not accessible anymore ?

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.