Air Operations

It's been another busy week here in Cologne, lots to update you on.

1. 𝐓𝐇𝐄 𝐈𝐀𝐌 𝐇𝐔𝐁 - Firstly for anyone working in the field of Innovative Air Mobility (IAM), we have just added a second update to our IAM Hub. Some people refer to IAM or UAM by the more general term "Air Taxis", although the reality is this new part of the industry has lots of exciting possible - all that need to be safely integrated into the aviation system. Thanks to the work of Kai Bauer, Gonzalez Gomez Antonio, Natale Di Rubbo and Alberto Cunial, supported by Maude Haziza at CYLAD, our wonderful Web and Social Media Teams, the IAM Hub is full of great information. 𝐀𝐜𝐜𝐞𝐬𝐬 𝐭𝐡𝐞 𝐇𝐮𝐛 𝐡𝐞𝐫𝐞 ➡️ https://lnkd.in/eJQdrxtA

2. 𝐄𝐀𝐒𝐀 𝐅𝐮𝐞𝐥 𝐌𝐚𝐧𝐚𝐠𝐞𝐦𝐞𝐧𝐭 𝐑𝐮𝐥𝐞𝐬 - On Tuesday afternoon, Francisco Arenas Alvariño, Daniel Brousse Rivas, Eduard Ciofu and I hosted the 4th Fuel Webinar. With the support of Andrada Bujor, Alex Olivera Ballarín, Spencer Norton, Tom Borer, Peter Ramroth, Tom Hakala, Antoine Dejean de La Batie, Claude Godel and Gabriel Arroyo we hosted over 400 people to talk about ReFuel EU and the New EASA Fuel Manual and statistical contingency fuel.

𝐃𝐨𝐰𝐧𝐥𝐨𝐚𝐝 𝐭𝐡𝐞 𝐅𝐮𝐞𝐥 𝐌𝐚𝐧𝐮𝐚𝐥 𝐡𝐞𝐫𝐞 ➡️ https://lnkd.in/evCFw5xj

𝐀𝐜𝐜𝐞𝐬𝐬 𝐭𝐡𝐞 𝐏𝐫𝐞𝐬𝐞𝐧𝐭𝐚𝐭𝐢𝐨𝐧𝐬 𝐚𝐧𝐝 𝐑𝐞𝐜𝐨𝐫𝐝𝐢𝐧𝐠 𝐨𝐧 𝐌𝐨𝐧𝐝𝐚𝐲 𝐧𝐞𝐱𝐭 𝐰𝐞𝐞𝐤 (13𝐭𝐡 𝐌𝐚𝐲) 𝐨𝐧 𝐭𝐡𝐞 𝐞𝐯𝐞𝐧𝐭 𝐩𝐚𝐠𝐞 𝐡𝐞𝐫𝐞 ➡️ https://lnkd.in/ej-CGiai.

3. 𝐄𝐀𝐒𝐀 𝐀𝐧𝐧𝐮𝐚𝐥 𝐒𝐚𝐟𝐞𝐭𝐲 𝐂𝐨𝐧𝐟𝐞𝐫𝐞𝐧𝐜𝐞 - Save the date for this major strategic event the will be held in Budapest, Hungary on October 30-31 in conjunction with Hungary’s EU presidency and in cooperation with the Hungarian Civil Aviation Authority. The theme for the conference is “Safety – technology – and the human dimension”.

𝐒𝐮𝐛𝐬𝐜𝐫𝐢𝐛𝐞 𝐭𝐨 𝐭𝐡𝐞 𝐩𝐚𝐠𝐞 𝐡𝐞𝐫𝐞 𝐟𝐨𝐫 𝐮𝐩𝐝𝐚𝐭𝐞𝐬: https://lnkd.in/eWzAVbmb

4. 𝐑𝐮𝐧 𝐭𝐡𝐞 𝐑𝐮𝐧𝐰𝐚𝐲𝐬 2024. We have continued to virtually run lots of runways this week. We started in Cluj, Romania on Saturday, moving through Hungary, Croatia, Slovenia, Italy, Malta and finally into Switzerland today. A huge thanks to Kleio Lamprianidou and her team for their support in Larnaca last week. Also to Petra Čubelić from INXELO TECHNOLOGIES Ltd for running Zagreb and Massimo Catusi and the team at Milan Bergamo Airport - SACBO S.p.A..

Looking forward to more next week. Drop me a message if you are in any of the following places and want to get invovled - Wiener Neustadt (AT), Brno (CZ), Senica (SK), Warsaw (PL) Lolland Falster (DK), Stavanger (NO), Saeve (SE).

Dear community,
According to the provisions of GM1 ORO.FC.100(c) , may a pilot with OML restrictions , fly an MPA with another pilot who has no OML restrictions , he is fully qualified to the type, but he is over 60 years old?

I have the following question about an ambiguity between the Cover Regulation Article 2 §7/SPO.GEN.005 and SPO.SPEC.MCF:

- Article 2 §7 considers Maintenance Check Flights as a specialised activity
"‘specialised operation’ means any operation, other than commercial air transport operation, where the aircraft is used for specialised activities such as agriculture, construction, photography, surveying, observation and patrol, aerial advertisement, maintenance check flights"
=> My French SPO operator declares MCF as an activity and starts writing an SOP about it.

- Although SPO.GEN.005 (a) says that maintenance check flights are a specialised activity, the list under GM1 SPO.GEN.005 does not mention maintenance check flights as an specialised activity.
Under SPO.SPEC.MCF an SOP is not required.

=> The question is if MCF are a specialised activity an SOP is required by SPO.OP.230.
But under SPO.SPEC.MCF, an SOP is not required.

Can somebody resolve this ambiguity?
Would it be a correct conclusion if you give priority to SPO.SPEC which requires no SOP for MCF?

Thank you, Guy Wouters

Please clarify how to apply AMC2 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy- aeroplane, at point (b).

How to apply destination aerodrome to planning minima of AMC6 CAT.OP.MPA.182 (Table 2)?

If the type of approach operation at destination aerodrome is Type A. Do we need to add celling more 400 ft for DA/H and VIS more 1 500 m?

Can an aircraft operated on a Restricted Airworthiness Certificate be used in Part-CAT, or only for activities under Part-SPO?

According AMC1 NCC.OP.153 - what do we expect when we asking for demonstration:
(a)(1)....demonstrate that the GNSS is robust against loss of capability;

In times when we talk about spoofing and jamming signals, what is the meaning of robustness...? Is this only related to aircraft systems, or to the GNSS system in total? And how do we qualify this.

1st Workshop on Safety Management & Emergency Procedures in case of Thermal Runaway of Personal Electronic Devices in Cabin and Cockpit
April 9, 2024. Online event.

https://www.easa.europa.eu/en/newsroom-and-events/events/1st-workshop-s…

Fraunhofer (FH) has been contracted by EASA to investigate the risks of fire and smoke resulting from portable electronic devices (PEDs) in cabin and cockpits: LOKI-PED — Lithium Batteries Fire/Smoke Risks in Cabin | EASA (europa.eu).

Within the project, FH is investigating the effects of emergency procedures as well as the handling of additional mitigation measures, like containment bags and extinguishers, under realistic conditions.

What would you do if a passenger admitted to have a lithium battery in a bag checked due to lack of overhead space?

Several challenging situations like that are presented in the March 2024 edition of NASA CALLBACK, offering again the reader a chance to “interact” with the information given in a selection of ASRS reports.

In “The First Half of the Story,” you will find report excerpts describing an event or situation up to a point where a specific decision must be made, an immediate action must be taken, or a non-normal condition must be actively managed. You may then exercise your own judgment to make a decision, determine a possible course of action, or devise a plan that might best resolve the situation...