Air Operations

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.

1. An AOC is required to have either a Part-CAMO approval or a contract with an approved CAMO which forms part of the same air carrier business grouping as per 1321/2014 M.A.201 (e),(ea). The CAMO within an AOC may opt to subcontract some tasks to another CAMO, however these tasks remain the responsibility of the AOC's CAMO and the subcontracted CAMO organisation will work under the management system of the AOC's CAMO.

2. An aircraft registered under one member state maybe operated within an AOC of another member state, however the acceptance is at the discretion of the competent authorities of the AOC and the aircraft register. An ICAO Article 83 bis agreement is required to be established between the competent authorities.