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EASA against FAA and what to do next

Now that EASA failed with their recent attempt to make flying less safe in Europe by disallowing safer IFR operations. (See Nall -report accident statistics compare FAA vs. EASA) pilots will need to regroup and prepare for the next onslaught by EASA.
For this puprose a group was formed “THE NOVEMBER POOL – The N-Flyers Community”

You can find more details here: www.november.aero

Also read this excellent article about the Eurpean Safety record

You can also contact the European representatives of the Tranportation Subcommittee from the European Parliament directly:

Brian Simpson,Chair,
  brian.simpson@europarl.europa.eu, +32 2 28 45510
Peter van Dalen, Vice-Chair,
  peter.vandalen@europarl.europa.eu, +32 2 28 45719
Silvia-Adriana Ţicau, Vice-Chair,
   silviaadriana.ticau@europarl.europa.eu, +32 2 28 45838
Dieter-Lebrecht Koch, Vice-Chair,
  dieter-lebrecht.koch@europarl.europa.eu, +32 2 28 45761

No more avgas at Amsterdam Schiphol

Amsterdam Schiphol Airport (EHAM) is discontinuing AVGAS.
As of Septerm 1st 2009 supplier Jet Support will discontinue delivery of this product.

You can purchase AVGAS at the KLM Jet Center in Rotterdam. Contact them on 131.97

http://www.jetcenter.nl/frontpage.aspx

FAA Publishes revised Instrument Practical Test Standards (PTS)

FAA releases 2010 PTS

The FAA has just released a 2010 version of the Instrument rating Practical test standards aka “PTS”

A few changes in emphasis mainly. If you have an auto pilot it should be used. Also when conducting an IPC this should now include a circle to land.

For example; “To determine the applicant can effectively use the automation
features of the aircraft, including autopilot and flight management
systems, in such a way to manage workload and can remain aware of
the current and anticipated modes and status of the automation. The
applicant should:
1. Explain how to recognize the current mode of operation of the
autopilot/FMS.
2. Explain how to recognize anticipated and unanticipated mode
or status changes of the autopilot/FMS.
3. State at any time during the flight the current mode or status
and what the next anticipated mode or status will be.
4. Use the autopilot/FMS to reduce workload as appropriate for
the phase of flight, during emergency or abnormal operations.
5. Recognize unanticipated mode changes in a timely manner
and promptly return the automation to the correct mode.”

Please do read through all the changes carefully

You can download the PDF here for free:

EU Commissioner unhappy with EASA activities

EU Commission

EU Commission

Alledgedly EU Commissioner Zoltan Kazastay is so unhappy with what EASA has produced so far that he wrote the following stronlgy worded letter to the EASA Management.

“[…] the Commission believes that the time has come to take clear decisions to steer the Agency in a different direction. In this respect it is essential to carefully consider the alternative of going back to the original structure, and wording (whenever possible) of JARs and ICAO requirements which should be transposed into Community law. This would certainly ensure a smooth transition and allow EASA to work calmly in the future on the ambitious improvements and shifts which have raised general concern and misunderstandings both from Member States and stakeholders alike.

The Commission strongly believes that the time has come to give a clear signal in this direction. This will allow first and foremost to ensure safety (since the present system gives enough guarantees), it would also allow to respect the legal and institutional deadlines laid down by the Member States and the European Parliament while at the same time paving the way toward a smooth improvement of the system in the coming years, in full cooperation with the Member States and all the stakeholders.

In any event, the Commission reserves the right, in order to comply with the legal and institutional obligations imposed on it by the basic Regulation, to proceed along the line described above.

The Commission draws the attention of the Management Board of the Agency in relation to this important matter, where time has come to steer the work of the Agency in a clearer and more effective direction in order to allow the Community discharge itself of its obligations in full compliance with Community law.

Best Regards,

Zoltan Kazatsay”

(I am saying Alledgedly as I have not found the original document and quotes have been found mainly on forums quoting each other. Even German magazine Pilot-und-Flugzeug was quoting the PPRUNE forum which is never a good sign. Mr. Kazastay’s office was not available for comment)

Avidyne EMAX simulator

Free Avidyne Simulator

Free Avidyne Simulator

Download it here:
http://www.avidyne.com/products/training/download.asp

Are you human asks Eurocontrol?

Eurocontrol: Are you human?

Eurocontrol: Are you human?

This is no joke.
Have a look at the Eurocontrol CFMU website:
https://www.cfmu.eurocontrol.int/j_nip/NOP/PORTAL_ASSIST/frameset_public_pa.html

GAR REPORTS – KEEP YOUR EMAIL RECEIPTS!

Having contacted ncu@hmce.gsi.gov.uk recently about submitting aGeneral Aviation Reports (GAR), I received the following answer

“[…] we receive over 400 notifications per day and it would not be possible to acknowledge each one individually. If there were ever any problems the fact that it is shown as ‘sent mail’ from your end would be sufficient evidence that you have submitted the form.”

From:

Intelligence & National Operations
General Aviation Intelligence

There you have it, so don’t worry.Unfortunately the millions of investment in optimisation have led to a very smooth system where you now have to fax! your GAR report to several locations. Only a few allow for email  receipt. Although I have noticed that some airports have found this a good source of income to charge for faxing the form (£1 for each number).

Other airoports such as Blackbushe are very user friendly and allow you to email them and they then distribute the GAR to all relevant parties. Kudos to the good people there!

The General Aviation Report (GAR) form can be downloaded here:

http://customs.hmrc.gov.uk/channelsPortalWebApp/downloadFile?contentID=HMCE_PROD_009149

You are supposed to email it to;

  1. Customs – To allow them to check you for imported goods (do you have anything to declare?) email to ncu@hmce.gsi.gov.ukor Fax to 08702403738
  2. Immigration – To allow them to check you immigration status upon entry (Any illegal immigrants?)
  3. A constable/Special Branch –  They have to be involved because of the Terrorism act 2000. for Hampshire email hzc2@hampshire.pnn.police.uk (Are you a danger to the general public?)

Schedule 7 Terrorism Act 2000. […] The captain of an aircraft employed on a journey within the Common Travel Area carrying passengers other than for reward shall not permit it to call at or leave a port in Great Britain or Northern Ireland unless it is a designated port or he gives at least 12 hours notice in writing to a constable for the Police area in which the port is situated. (or where the port is in Northern Ireland, to the Police force of Northern Ireland.)

Note that Special Branch is never mentioned and hence only a written notice has to be sent.

I asked four people and received five answers to what is meant on the back of the GAR form so I currently am awaiting a response from the official helpline GACOPE@hmce.gsi.gov.uk to see what absolutely has to be reported to whom.

New Air Traffic Services Outside Controlled Airspace (ATSOCAS)

Just when you thought LARS was fine comes ATSOCAS.

I have read through it but really can’t see much of a difference.

ICAO airspace classification remains key to the services you receive and in class G you will allways only get a best efforts service. But then you also get all the freedom.

See what you think and definitely read the whole story including audio/video tutorial at airspacesafety.com