Recent developments mean that airliners no longer need to be operated by two pilots. If you are an engineering company planning to develop the technology for this then I’m the guy to help with the operational requirements.
EASA have introduced detailed requirements for approval of Electronic Flight Bags (EFB). It would be an interesting exercise to make a risk assessment of using paper documents instead of an EFB!
In December 2018 the European Commission published an amendment to the Aircrew Regulation. ‘Commission Implementing Regulation (EU) 2018/1974 of 14 December 2018’ amends the Aircrew Regulation (‘Regulation (EU) 1178/2011’) and introduces the following changes: Upset Prevention and Recovery Training The work on introducing Upset Prevention and Recovery… Read More
In September 2018 the UK government published guidance to passengers, the aviation industry and the public about the action it is taking to prepare for a ‘no deal Brexit’. The guidance covers the implications for aircraft registrations, pilot licences, Air Operator’s Certificates and Approved Training Organisations. EU… Read More
EASA has proposed an update to the requirements for approval of low visibility approach operations. In place of the ‘operational demonstration’, an operator will conduct a safety assessment to demonstrate that their operation will provide an acceptable level of safety.
Enhanced Vision Systems allow pilots to see through fog, snow or dust. New rules proposed by EASA will allow operators to take advantage of this enhanced vision to operate to lower landing minima.
2017 was the safest year ever for commercial aviation. Is the premise on which EBT was built still valid?
EASA has adopted a ‘cross domain’ approach to developing new rules for all-weather operations. The hazard analysis has revealed a ‘latent safety risk’ in the exisiitng rules meaning that certain types of low-visibility approaches will not be available when new rules are published
Since 2016 private aircraft operators in Europe have had to comply with regulations for the ‘non-commercial operation of complex motor-powered aircraft’. As well as ramp checks the European Aviation Authorities are now conducting inspections and audits of these operators at their operating bases.
Modern fixed-base simulators provide the necessary ‘fidelity’ to accommodate a lot of training that is currently delivered on full flight simulators at a fraction of the cost. Taking advantage of this could save a significant proportion of an operator’s annual training budget.