Thank you Tjerk.
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Dominique Piepers posted in Air Operations
3 years ago PublicGood afternoon,
Can anybody confirm that the requirement to perform a landing at lowest approved RVR during recurrent training/checking as was stipulated in AMC1 SPA.LVO.120 of the EASA AIR OPS manual will not be applicable anymore? Nothing is written about this requirement in the AMC4 SPA.LVO.120(b) in the Annex V to ED DECISION 2022/012/R AMC&GM to Annex V (Part-SPA). -
Henrik Kristensen created a topic in Air Operations
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Zaid Asad created a topic in Air Operations
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Michel MASSON posted in Air Operations
3 years ago PublicIATA Safety Conference, Dubai, UAE, Oct. 25-27, 2022
https://www.iata.org/safetyconference/After a two-year absence the IATA Safety Conference is back with a new name and exclusive focus on our industry’s highest priority: Safety.
The Successor to IATA’s Safety & Flight Operations conference.
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Comment
gianni guiducci commented on John FRANKLIN's event in Air Operations
14-October-2022
Good morning everyone.
I just signed up to be able to share my thoughts with you.
In March 2016 I published a manual "Handling the Circling", made up of over 400 pages where I exhibited all the rules, systems, procedures and limits for all categories of planes.
Since then I have argued that, for example, for category C the 2400 m of visibility, in my opinion, it are insufficient.
The "Draft Provisional Awo Implementation" was therefore interested in it, which tries to increase 3400 m the vis.
I brought all the parameters on graphic computer, from where I noticed that the 3400 m would be considered insufficient.
This arises from the fact that having maintained the continuation after ABM for 5 sec, you remain within 3400 m from the RWY, but the Final is 729 m to the THR and 1020 m to the TDP with a time of only 14.5 sec of flight.
I would also like to emphasize that with a 3° slope, 729 m for the THR, the plane will find itself with the wings leveled at 175 ft = 53 m in height.
It seems to me to be too low a height value and too short time to be able to, if necessary (not aligned for a possible cross wind, Bank inaccurate, etc.), adjast properly and respect the concept of Stabilized Approach.
I would like to remember that:
-FAA AIM-Fig. 5.4.22-Page 5-4-46; FAA AC-120-71 ° Appendix 2-Page 1; ICAO DOC 8168 Vol 1-Chap. 3 3.3b-Page III-4-3-1, indicate a Stabilized Approach Point of 500 ft = 152.4 m
- Flight Safety Foundation Alar Breafing Note - 7.1 Point 8, suggests 300 ft.
I hope that these indications influence to further increase to at least 4000 - 4500 m VIS, in order to contain the plane within the visibility area and be able to carry out an adequate Stabilized Approach.
Thanks for the attention.
Gianni Guiducci
Retired Senior Cpt -
John FRANKLIN created an event in Air Operations
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John FRANKLIN created an event in Air Operations
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Boris Zec posted in Air Operations
3 years ago PublicDear Part M colleagues,
According to latest Easy (published Oct2022) Part M subpart G still exist!
I expected that it will be changed with Part-CAMO starting 24.03.2022.
It looks like, at this moment, two standards (Part-CAMO and Part M subpart G) parallel exist?
Why Part M subpart G still exist?
When EASA will delete Part M subpart G?
Many thanks in advance for sharing your opinion. -
Emanuele Ghiroldi posted in Air Operations
3 years ago PublicHi.
I'd like to listed to your opinion about the use of a CPL pilot as commander on CAT multi-pilot operations with a single-pilot aircraft.
I've understood that a single-pilot aircraft can be engaged on multi-pilot operations and that a CPL can be commander on a single-pilot aircraft.
Am I right saying that, if I'm using such a single-pilot aircraft on multi-pilot operations in CAT my commander can be a CPL? Or shall I engage an ATPL instead?
As a reference, here are the definitions:"Multi-pilot operation" means an operation requiring at least two pilots using multi-crew cooperation in either a multi-pilot or a single-pilot aircraft.
"Single-pilot aircraft":
— for aeroplanes, it means an aircraft certificated for operation by one pilot,
— for helicopters, airships and powered lift aircraft, it means an aircraft which is certificated for operation by one pilot and which is not required to be operated with at least two pilots by Regulation (EU) No 965/2012.""Multi-pilot aircraft":
— for aeroplanes, it means aeroplanes certificated for operation with a minimum crew of at least two pilots,
— or helicopters, airships and powered-lift aircraft, it means an aircraft which is certificated for operation with a minimum crew of at least two pilots or which is required to be operated with at least two pilots in accordance with Regulation (EU) No 965/2012.""The privileges of the holder of a CPL are, within the appropriate aircraft category, to:
(1) exercise all the privileges of the holder of an LAPL and a PPL;
(2) act as PIC or co-pilot of any aircraft engaged in operations other than commercial air transport;
(3) act as PIC in commercial air transport of any single-pilot aircraft subject to the restrictions specified in FCL.060 and in this Subpart;
(4) act as co-pilot in commercial air transport subject to the restrictions specified in FCL.060."Thanks for your comments.
