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18

ICAO is the International Civil Aviation Organization, a specialized agency of United Nations. It was created after the Convention on International Civil Aviation (the Chicago Convention) of 1944 was ratified in 1947. The purpose of ICAO is according to the convention: "WHEREAS the future development of international civil aviation can greatly help to ...


14

The example is correct, except that the landing clearance for stack 1 must be cancelled before the takeoff clearance is given to stack 88. So in your example, you just have to swap the order of instructions 3 and 4. Stack 1 cancel landing clearance, continue approach Continue approach, Stack 1 Stack 88 runway 12 cleared for takeoff Runway ...


13

Eurocontrol has an online repository of European Aeronatical Information Services. You'll need to register, but the basic service is free. By default, the application is JAVA applet based, which works not in the best way. After logging on, you can change the default behaviour to HTML based, which makes it more user friendly. Then clicking "Enter ...


12

This has happened several times and each time I was able to reach a local approach facility. Prior to GPS, I would circle above the event, and approach would get a pretty good fix. One time it was a propane facility near the uncontrolled airport I was flying out of at night. Shortly there after, when the flames shot above 4500 feet, the tower saw it form ...


11

I'm a newbie pilot, but I wanted to give the obvious example that crossed my mind when I read your question. In the UK GA world we have to, for example, call up to say we're on final approach. Finals can be a pretty busy time for the pilot, and at any kind of busy GA airport you're likely to have something along the lines of the following discussion: (Note ...


11

I fly in the UK, and while there is certainly a "standard circuit" (ie pattern) in the syllabus there are many, many fields that have a non-standard circuit for one reason or another. This is often to avoid antagonizing unfriendly neighbors. There's also the fact that the NAP is not a rule or regulation, it's more how the airfield management would like you ...


9

The main advantages of text based ATC over voice based communication are Earlier messages can be recalled Messages can be printed Messages can be read by automated systems, allow clearances to be loaded into the FMS No inaudible messages due to radio static noise or simultaneous transmission Time saving and frequency congestion reduction when transmitting ...


9

Display of ownship's position has a very strong effect on the mental model that the pilot has of it's navigation. When the EFB displayed position is wrong, the change that the pilot will detect that by comparing to other instruments or outside visual are very limited. This is a safety concern. To have the EFB approved to display ownship's position, the ...


8

Let me give you a brief description of all the authorities you mentioned (as far as I know them). I hope this will help you and answers your question. ICAO - The International Civil Aviation Organization is was founded to set up international standards in aviation. When international air travel became more and more present (1947) there was a need have ...


8

Unlikely. The extra fuel burned would cost a lot more than the required Avionics upgrade. Both the 75/767 would be well below optimum cruise level.


7

I'll have a go at answering this. It's confused by the UK's transition from the JAA to EASA licensing. My JAR-PPL(A), issued in 2011, is valid for 5 years so yes, I assume yours will have expired. My FRTOL is valid for 10 years so presumably yours will have expired too. The requirements are hidden in CAP 804 ([Deep breath] Section 7, Part B (...


7

TAPS means Twin Annular Premixing Swirler, a cyclone mixer / combuster designed to keep the NOx emissions of the General Electric GEnx engines low. source: FAA report AIAA report


7

The main concern with text ATC is the loss of situational awareness. When a controller issues an instruction, and the pilot responds, everyone else on that frequency also hears what's going on. This is a major part of maintaining situational awareness and text based solutions, to my knowledge, have not yet come up with an alternative. Situational ...


6

ATS routes in Europe are designated just like the rest of the world. ICAO publishes guidelines for the designation of ATS routes in Annex 11, which are adopted by almost all countries. A route will consist of a possible prefix (see below) a letter (see below) and a basic designator (a number between 1-999). The three types of prefix are: K (Kopter) to ...


6

It's valid in countries that choose to accept it as de-facto valid but sovereign nations are free to require local certification if they like. The reality is that the FAA has a huge amount of resources at its disposal and for smaller nations is advantageous to simply say we agree that those people know what they are doing and we can't afford to do it any ...


5

Assuming that "flight school hours" means flight time then CAP 804 suggests yes: 3.6 Logging of Flight Hours gained in the USA Some flight hour recording practices allowable in the USA do not comply with European and UK requirements. In particular: 2 pilots flying together in a single pilot aircraft both claiming P1 hours; One pilot ...


5

This post is an answer to the original question: Which is EASA official language? English or all European Union Languages? EASA communicates in English. They facilitate the translation of regulations to all member languages, but ultimately these translations are not within their domain of responsibility. Therefore the official language appears to be ...


5

EASA regulations, as emited by the European Council, automatically become law in all EU member states (it is part of EU adheration treaty). PART-FCL, for instance begins with this text: COMMISSION REGULATION (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation ...


5

It seems FAA and EASA did disagree since 2016 about 737max certification, and not just after the crashes. EASA certification was conditioned by training and more information to the pilots, which hasn’t been done. Please refer to the following website: https://www.cnbc.com/2019/03/29/reuters-america-insight-regulators-knew-before-crashes-that-737-max-trim-...


4

I can't speak for EASA, but as far as the FAA the short version (from AC 120-76B) is that In-flight depiction of own-ship position is classified as a major safety effect and cannot be formally authorized for use on a Class 1 or Class 2 EFB. So basically the only kind of EFB that the FAA wants displaying own-ship position in flight is a Class 3 system (...


4

EASA: this is a European Union body, so yes, the UK is a member state. CAA: There are many Civil Aviation Authorities worldwide, basically each is a national entity within the corresponding state. So, specifically for the UK, yes, there exists a body known as CAA that is a state entity, formally independent but in practice dependent on the UK Government (...


4

There is no official theory exam preparation process that is required to be able to take the test, you can do all preparation on your own. If you are asking if having passed the EASA ATP theory exam means you don't have to take the FAA CFI then the answer is no, you definitely would have to take the exam, although I don't think that's your question. I think ...


4

If you're just wandering around VFR in uncontrolled airspace in the boonies, I would call in on whatever frequency is used for VFR enroute purposes in the EU and tell them what you are seeing and where it is, and go on with your day. If you are out of radio range but there is cell phone service, then call whatever regional control or flight information unit ...


4

I ended up asking my instructor about this. His answer: If you aren't already talking to ATC, then switch to whatever frequency Control can be reached at in that location at the lowest controlled airspace altitude (which in the case of Sweden typically means whatever the local frequency for Sweden Control is at 5000 ft AMSL and above), climb in place if ...


4

Your map shows the Czech Republic. By checking the Czech AIP GEN 1.7, we see that they don't list any differences from the standards of the ATS route designators listed in ICAO SARPs Annex 11 Appendix 1. By contrast, in the UK AIP, it says (emphasis mine): The majority of ATS route designators have been changed to comply with Appendix 1 requirements. In ...


4

The operator's airworthiness department interprets the AD and informs the operations department and senior management. Ops decide how to deal with airborne aircraft. The EASA AD actually had more generous continued flight provisions than the FAA issued AD. It was in no way intended to prevent aircraft in flight from landing. Airworthiness would ...


3

In general, it is difficult to convert to EASA. You can find more information here however I suspect the easiest method will simply be for you to phone them up. I think the bureaucracy will probably be more hassle than it's worth. It's not like Transport Canada where you can just get a FLVC (Foreign Licence Validation Certificate) or whatever (that was a ...


3

The adoption of CPDLC is more or less voluntary, because they have created "exceptions" for practically every single aircraft that does not have it built in. Flying below 28K is not practical except for short flights, but it does not matter because it unlikely they will start banning aircraft that do not have the equipment. Note that there are international ...


3

There aren't temporary flight corridors, but during emergencies, the FAA will issue temporary flight restrictions (TFRs), many of which include the following text: ALL AIRCRAFT ENTERING OR EXITING THE TFR MUST BE ON A DISCRETE CODE ASSIGNED BY AN AIR TRAFFIC...AIRSPACE CONTROL (ATC) FACILITY AIRCRAFT MUST BE SQUAWKING THE DISCRETE CODE AT ALL TIMES ...


3

Flight corridors (airways) are just standard routes to simplify communication from controllers to pilots when describing where they should fly and between controllers when handing over flights. But the controllers can assign arbitrary vectors (headings and altitudes) to aircraft whenever they see fit. So there is no need to formally set up a temporary ...


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