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Davide MARTINI commented on a post in Cybersecurity

4 years ago

muhammadkamran

4 years ago Public

Hello sir. This is Kamran from Pakistan.

Davide MARTINI • 4 years ago

Welcome Kamran!

Davide MARTINI commented on Giustino Fumagalli's topic in Cybersecurity

4 years ago

Cyber Risk in Aeronautic and Naval sectors, comparison with Industrial Cybersecurity

13 Apr 2022 •

Giustino Fumagalli

1

Comment

Davide MARTINI • 4 years ago

Dear Giustino, yours is a simple question that may trigger a long reply. However, going straight to the point, in my opinion "ensure" compliance no, "support" it yes.

ED-200 series of standards have been developed (and production is still alive) in order to introduce information security in the existing aviation process and "modus operandi".

One example over all, since 1 of January 2021 in EU, for aviation products certification the applicant shall demonstrate that information security risks have been properly managed (more details here: https://www.easa.europa.eu/community/content/regulations-standards) .

There are plenty of standards on "information security risk management", all valid material, however ED-202 and ED-203 include seamlessly at least three elements that are key for the aviation community: the impact/consequence on safety, the acceptance criteria of the residual risk(s) and the demonstration of effectiveness and assurance (where the demonstration effort is proportionate to the impact on safety).

Marcus Merz commented on a post in Rotorcraft

4 years ago

Marcus Merz

4 years ago Public

I need your advice on a HR-SPO issue.

A NAA announced today informally to deny an application for HR-SPO (HESLO) with a single engine due to "safety reasons".

The area of operation is non-congested. The questions whether TS are considered third-persons was denied. Another reason stated by the NAA was the fact "that there is no safe forced landing area", a subject which is dealt with in CAT.POL.H.305 and as such not applicable to Part-SPO.

When mentioning to them, that there are no performance requirements in Part-SPO and the only concern in terms of high-risk is the risk to third-parties or third-property, the answer from the NAA was along the lines of "You can get an official denial and take it to court" and "We have always decided to only allow a twin-engine for the task".

Knowing the EASA GUIDELINES for coordination of cross-border high-risk commercial specialised operations (here E.1.5.) and the requirements for HR-SPO for both authorities and operators, i was really surprised about this kind of answer.

Individuals in NAA's are exactly the reason for the European Regulator having published these guidelines to avoid these kind of "interpretation" of the regulation.

How would you approach this situation?

Marcus Merz • 4 years ago

Dear Michel,

to add on my previous answer: It is about a special HESLO task, i.e. not HESLO in general which would "forbid" the use of a single engine helicopter. As such - in my humble opinion - this does not make sense. Either the NAA has a "safety concern" (which is clearly defined by the guidelines i mentioned) and then it is independant from the HESLO task. Or it is a case of "we have always ruled like this" and then the decision is lacking a legal substance. You can not authorize a HESLO 1,2 or 4 task with a single engine helicopter and then deny a HESLO 3 task at the same area - at least to me, this distinction does not make sense - again, third persons / property are not put at risk or in danger. And this is the only concern EASA has (please correct me if i am wrong).

A foreign operator could seek advice via https://ec.europa.eu/solvit/ but this path is not available for an operator from the same country.

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Rebekka FREIENSTEIN posted in Rotorcraft

4 years ago Public

High attendance at EASA and CAAC workshop focusing on helicopter safety

EASA and CAAC (Civil Aviation Administration of China) held their first workshop focusing on helicopter safety and related air operations regulation from 29-31 March. Under the framework of the EU-China Aviation Partnership Project (APP) carried out by EASA with CAAC as implementing partner, experts of our Flight Standards Directorate and CAAC’s Flight Standard Department led the regulatory exchange which was complemented by views from academia and industry. More than 300 persons participated in the lively discussions expressing their strong interest in helicopter operations safety aspects.
EASA and CAAC wrapped up the activity noting that closer cooperation between Europe and China in this area will be of strong benefit for the safety of helicopter operations in both regions.
More information on the program:
https://www.eu-china-app.org/2022-air-ops-reg-helicopters

The next activity organised by EU-China APP in the domain of helicopter safety is the Helicopter Point in Space (PinS) procedure design and application Workshop at the end of May. Its details as well as other upcoming activities may be found in the EU-China APP web site.