In between I've found in ICAO Annex 6, Part I, 4.3.6.3A and ICAO DOC 9976 a clear statement that the contingency can also be used prior T/O, e.g. for unexpected taxi time.
Thanks for your answer.
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Jose Navarro posted in Air Operations
2 years ago
Public
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 The thing is that I believe that the JARs are no longer active so I need to know where I can find an official document where all this are explained.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.
Axel Wegener commented on a post in Air Operations
Axel Wegener
2 years ago
Public
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)?
Victor Halmagian commented on a post in Rotorcraft
Valerio DiVece
2 years ago
Public
Hello community,
I'd like to ask your help about reg. 1178/2011 Rev Aug 2023, precisely on appencix1 to annex 1 "Crediting of theoretical knowledge"
I contacted the national office but two people in same office gave 2 slightly different answers. Basically In annex 1 appendix 1 paragraph 3 are explained the various combinations of crediting toward the higher level license, egual to give less theoretical exams. In our case we are pilots holding cpl(H) IR, sp-mp, me. We would like to understand which exams are credited in order to asses the needed ones and focus the target. if any of you has any knowledge or experience, please share. Thanks in advance. Val
Hello Valerio,
Are you referring that you want to credit your CPL(H)/IR Theory into ATPL(H) Theory and want to know what would be the difference?
Axel Wegener posted in Air Operations
2 years ago
Public
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)?
Valerio DiVece posted in Rotorcraft
2 years ago
Public
Hello community,
I'd like to ask your help about reg. 1178/2011 Rev Aug 2023, precisely on appencix1 to annex 1 "Crediting of theoretical knowledge"
I contacted the national office but two people in same office gave 2 slightly different answers. Basically In annex 1 appendix 1 paragraph 3 are explained the various combinations of crediting toward the higher level license, egual to give less theoretical exams. In our case we are pilots holding cpl(H) IR, sp-mp, me. We would like to understand which exams are credited in order to asses the needed ones and focus the target. if any of you has any knowledge or experience, please share. Thanks in advance. Val
Davide MARTINI commented on a post in Cybersecurity
Katya K
2 years ago
Public
Hi everyone. I am glad to join
Welcome!
bob coupu posted in Air Operations
2 years ago
Public
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 ?
Michel MASSON created a topic in Rotorcraft
Vasileios PAPAGEORGIOU created a topic in Cybersecurity
Thomas Hytten commented on Michel MASSON's topic in General Aviation
Vladimir, that's a valuable addition! Consulting local pilots is indeed essential. Their firsthand knowledge of the local terrain, weather patterns, and unique operational nuances can provide crucial insights that aren't always available in standard documentation or briefings.
Thanks for the input!
djanibodlovic commented on Vladimir FOLTIN's topic in General Aviation
Thank you for update. The recent GA/UL safety incidents in 9A are clear signs that we need EASA to lead on application and harmonization of regulations. Small airports and helipads included!
Katya K posted in Cybersecurity
2 years ago
Public
Hi everyone. I am glad to join
Stephen Oddy commented on a post in General Aviation
Mario Daniel Pons
2 years ago
Public
Regarding Integrated course training, I would like to confirm if for SPIC training IR phase, an IRI is required. EASA says " "Student pilot-in-command" (SPIC) means a student pilot acting as pilot-in-command on a flight with an instructor where the latter will only observe the student pilot and shall not influence or control the flight of the aircraft".
If the FI is not allowed to provide training in these flights, is he required to comply with FCL.905.FI FI (h)?
As HT I have many doubts about which kind of instructor FI is required for each phase of the integrated ATPL program. FCL requires:
"4. The course shall comprise:
(a) theoretical knowledge instruction to the ATPL(A) knowledge level;
(b) visual and instrument flying training;
(c) training in MCC for the operation of multi-pilot aeroplanes; and
(d) UPRT in accordance with FCL.745.A unless applicants have already
completed this training course before starting the ATP integrated course."
When it is DUAL training is clear: ""Dual instruction time" means flight time or instrument ground time during which a person is receiving flight instruction from a properly authorised instructor. "
Thank you for any support anyone likes to provide. How a formal question could be addressed to EASA?
FCL.905.FI(h) makes it clear that you have to have the (h) qualification, although not with the full number of hours IFR:
(3) if during an approved training course at an ATO, the FI is providing training in FSTDs or supervising SPIC training flights that take place under IFR, the FI shall have completed at least 50 hours of flight time under IFR after the issuance of the BIR or the IR, of which a maximum of 10 hours may be instrument ground time in an FFS, an FTD 2/3 or an FNPT II,;
Iry Razafintsalama created a topic in Air Operations
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John Franklin created a topic in Air Operations
Michel MASSON created a topic in Rotorcraft
Thapanapat Srimoonsang commented on John FRANKLIN's topic in Air Operations
Hi everyone,
I am curious about the suitability verification for runways that will be used for EFVS 200 operations, as detailed in AMC2 CAT.OP.MPA.312(a)(2). However, I am not familiar with OFZ and VSS.
Can anyone provide detailed guidance on how to verify this information, please?
Note: I have seen that some AIPs provide details on OFZ and VSS, but not every runway or aerodrome has published this information.
Miguel Matthew posted in Air Operations
2 years ago
Public
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'
Vasileios PAPAGEORGIOU created a topic in Cybersecurity
