Please read this coming from AOPA Italy , very interesting news . My question is not related to license ( this is clear ) but only if a european citizen can use a N tail airplane .
https://www.aopa.it/saga-november/
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Coskun Kosal created a topic in Air Operations
MATTEO MORETTI commented on a post in General Aviation
Michel MASSON posted in Air Operations
EASA publishes SIB with recommendations to mitigate potential safety risks from airport operational issues, July 28 2022
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https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-sib-…
EASA issues SIB on expected re-entry of large space object Rocket Long March 5B (CZ-5B), July 28, 2022
https://www.easa.europa.eu/newsroom-and-events/news/easa-issues-sib-exp…
John FRANKLIN created a topic in Air Operations
Uschi Wagner posted in Air Operations
Hello.. I am looking for SPO operators of complex-motorpowered-aircraft with a MTOW below 5700kg who are using the Deorgation Art 6(8) for non-commercial operation (like ferryflights/positioning) to fly under NCO instead of NCC.
Thank you for your help!
Michel MASSON posted in Air Operations
EASA vacancy notices in the Certification Directorate expiring on August 11, 2022
May I kindly invite you to share these vacancy notices through your professional networks and on social media? Thanks.
EASA/AD/2022/007
Flight Test Pilot – Rotary Wing
EASA/AD/2022/008
Propulsion Project Certification Manager / Powerplant and Fuel Systems Expert
EASA/AD/2022/009
New Propulsion Technologies Certification Expert
EASA website: https://www.easa.europa.eu/newsroom-and-events/news/apply-now-one-our-v…
eRecruitment: https://erecruitment.easa.europa.eu/Home
LinkedIn: https://www.linkedin.com/feed/update/urn:li:activity:6948269309773152257
Facebook: https://www.facebook.com/European.Aviation.Safety.Agency/posts/10160022…
Twitter: https://twitter.com/EASA/status/1542504073152188418
Michel MASSON posted in Rotorcraft
EASA vacancy notices in the Certification Directorate expiring on August 11, 2022
May I kindly invite you to share these vacancy notices through your professional networks and on social media? Thanks.
EASA/AD/2022/007
Flight Test Pilot – Rotary Wing
EASA/AD/2022/008
Propulsion Project Certification Manager / Powerplant and Fuel Systems Expert
EASA/AD/2022/009
New Propulsion Technologies Certification Expert
EASA website: https://www.easa.europa.eu/newsroom-and-events/news/apply-now-one-our-v…
eRecruitment: https://erecruitment.easa.europa.eu/Home
LinkedIn: https://www.linkedin.com/feed/update/urn:li:activity:6948269309773152257
Facebook: https://www.facebook.com/European.Aviation.Safety.Agency/posts/10160022…
Twitter: https://twitter.com/EASA/status/1542504073152188418
MATTEO MORETTI posted in General Aviation
Frank Schellenberg created a topic in Air Operations
Artem Panfilov commented on a post in General Aviation
Dear EASA General Aviation community,
I am writing on behalf of a group of private pilots, student pilots and general aviation enthusiasts with Russian citizenship who reside in the European Union.
We are all affected by the EU Regulation 2022/334 (Article 3d) that was clearly intended to make flights and maintenance of commercial aircrafts operated by Russian aircarriers and private jets of Russian oligarchs impossible in the European Union:
“ It shall be prohibited for any aircraft operated by Russian air carriers, including as a marketing carrier in code-sharing or blocked-space arrangements, or for any Russian registered aircraft, or for any non-Russian-registered aircraft which is owned or chartered, or otherwise controlled by any Russian natural or legal person, entity or body, to land in, take off from or overfly the territory of the Union.”
The objectives of the restrictive measures against Russia are declared as follows:
1) weaken the Kremlin’s ability to finance the war;
2) impose clear economic and political costs on Russia’s political elite responsible for the invasion.
According to the current interpretation EASA stated in the corresponding FAQ, the ban concerns all kinds of motorized aircrafts (E-Class, Ultralights) as well as gliders and even drones. It prohibits all kinds of flying activities, including recreational flying, makes no distinction between a small two-seater airplane and a luxurious business jet and also does not differentiate between legal residents of the European Union and residents of Russian Federation.
We condemn the war. We are not oligarchs financing the war. We do not have any influence on the Kremlin’s politics. We are ordinary men and women legally residing in the EU. We believe that a legal EU resident's ability to fly an aircraft for recreational purposes within the EU territory is consistent with the objectives of the restrictive measures. We also believe this Regulation in its current interpretation has clear signs of discrimination solely on the basis of nationality.
In regard to the aforementioned we ask EASA:
1) To review the wording of the FAQ with the goal to explicitly exclude all general aviation pilots (including student pilots) who are Russian nationals legally residing in the EU and are not subject to personal sanctions from the restrictions, as stated in Article 3d:
“The competent authorities may authorize an aircraft to land in, take off from, or overfly, the territory of the Union if the competent authorities have determined that such landing, take-off or overflight is required for [...] any other purpose consistent with the objectives of this Regulation.”
2) To help us, as the most relevant Agency, to convey the feedback to the European Council and European Commission in order to amend the EU Regulation 2022/334 with the same goal as stated in 1.
Sincerely,
Ivan Kuznetsov
I can share my personal experience with local PL officials.
In short, if you hold a RU passport, you're doomed to complete any certification. Even a permanent residency isn't an exempt. On a personal level, all understands that this broad measures are tailored in rush and shouldn't be that plain.
Hope to see the EASA updates on PPL for EU residence and RU passport holders.
Robert Gottwald commented on a post in Air Operations
Hello
We are an NCC operator approved for cat III OPS.
According to AMC2 SPA.LVO.100(b) table 5, we will soon be allowed to conduct cat III approches with a minimum RVR of 175 m.
According NCC.OP.147 a visibility of at least 800 m above the instrument approach operation RVR or 1500 m whichever is higher is required in order to specify an aerodrome as a destination alternate.
The application of such a margin seems excessive. Will EASA consider NCC LVO operators by lowering the visibility requirement for a destination alternate?
Thanks
At first sight, I do find these VIS minima fairly restrictive when you compare them to the planning minima applicable for CAT operations.
EASA writes in the Opinion 02/2021:
"Under NCC, a flight can depart towards its destination with that destination below aerodrome operating minima and a single alternate forecast to be at or just above aerodrome minima. A minor deterioration in the weather could leave the flight with no safe landing options. EASA proposes to introduce such planning minima to reflect the best practice that increases safety margins."
From the comments in CRD to NPA 2020-02 it seems that these have been acceptable to many stakeholders.
MATTEO MORETTI commented on a post in General Aviation
Hi GA Community!
A little reminder to give pilots with third-country licences something to do whilst waiting for better weather:
As you may have seen in recent Europe Air Sports and AOPA bulletins, 2022 will finally bring an end to the exemption for being based in the EU and flying third-country registered aircraft with third country licences (e.g. Flying N-registered aircraft with FAA licence, when living permanently in the EU).
The current exemption runs out on 20 June 2022 and will not be renewed. From then on you will need an EU licence.
We have kept extending that exemption possibility year after year to await the entry into application of the licencing annex to the EU-USA BASA. That annex is now in force and Member States are processing applications to validate licences to meet the deadline. The text of the annex can be found here:
https://www.easa.europa.eu/sites/default/files/dfu/tip-l_final_signe.pdf
The main rules on converting from FAA to EU licence, are in section B, starting on page 12.
The EASA Basic Regulation (Article 2(1)(b)(ii) ) determines that the operation of aircraft is subject to the Basic Regulation, if they are “registered in a third country and operated by an aircraft operator established, residing or with a principal place of business in the territory to which the Treaties apply ”. This means also holding a Part-FCL licence to fly a third-country registered aircraft.
Therefore, if you are based in the EU and flying with a third country licence, I recommend you get in touch with your local licencing authority asap to talk through the process of transferring to an EASA licence. I realise that many people may not like the way the BASA turned out, and may not like the rules, but please remember that the transfer takes months. If you want to transfer and continue flying, initiate the transfer now, or risk being grounded next summer.
Let’s make sure no-one gets unnecessarily grounded :-)
Regards,
Jyrki Paajanen
Hello , I have a question regarding tail number . Is it legal to fly in EU with an airplane ( general aviation ) with FAA (N) tail number or is mandatory to register in EU ? As a resident in EU my question if is mandatory to change the registration or if is possible to fly and if is legal . thx
Roger Pierre posted in Air Operations
Hello
We are an NCC operator approved for cat III OPS.
According to AMC2 SPA.LVO.100(b) table 5, we will soon be allowed to conduct cat III approches with a minimum RVR of 175 m.
According NCC.OP.147 a visibility of at least 800 m above the instrument approach operation RVR or 1500 m whichever is higher is required in order to specify an aerodrome as a destination alternate.
The application of such a margin seems excessive. Will EASA consider NCC LVO operators by lowering the visibility requirement for a destination alternate?
Thanks
AOPA Finland created an event in General Aviation
Douglas Snow created a topic in Air Operations
Goncalo Oliveira commented on Goncalo Oliveira's topic in Air Operations
Thanks a lot. I've contacted austro control since I couldn't find the Alt Moc on their website.
Michel MASSON posted in Air Operations
NASA ASRS CALLBACK Issue 510 The Inflight Medical Emergency
https://myemail.constantcontact.com/CALLBACK-510--July-2022---The-Infli…
This month, CALLBACK looks at reported incidents that reveal the atypical nature of inflight medical emergencies and the corresponding changes in flight tenor but focus on the gravity and consequences of crew decisions and actions that were implemented.
Carlos Pi Cubi posted in Air Operations
Dear all,
In our company we are revisiting the "two-person-rule" implemented after the Germanwings accident, and according to SIB 2015-04 (later SIB 2016-09) and the EASA survey results following-up on that same issue.
Now the Regulation has implemented the Support Program, and mandatory psychological evaluations for flight crew - however, these are not mandatory for cabin crew, who is normally the person who enters the cabin when a pilot leaves.
With all this into consideration, I am curious to know what the industry thinks now about the "two-person-rule", and which companies have this implemented, or not.
Thanks in advance!
Jose Navarro commented on Jose Navarro's topic in Air Operations
thanks a lot for your comments, they are very helpful in our work of training and teaching. we talk about the different operations categories and the visual segments requiered, so now it has changed. I have to modify our texts ans slides. Again, thank you for your kind and informtive comments.
Jose Navarro created a topic in Air Operations