EASA Sunny Swift

THE AIR’S CALM ON A FRESH AUTUMN BUT SUDDENLY,
AFTERNOON. IT’S TIME TO RETURN HOME THERE’S A NASTY

AFTER A BUSY DAY OF FLYING. SURPRISE: THE
ENGINE STARTS
TO CUT OUT.
MAYDAY, MAYDAY, MAYDAY, TOO MANY TREES

MY ENGINE’S OUT. I NEED TO I’LL GO FOR
DOWN THERE
MAKE AN EMERGENCY LAND- THAT FIELD
ING.
MEANWHILE BACK AT THE

SUNNY, I’M GOING WITH
AIRFIELD...
THAT PLANE IN YOU
TROUBLE HAS LANDED
ON A NEARBY FIELD.
THE PILOT ISN’T
INJURED. WE’RE
GOING TO COLLECT
HIM.
#01/2018
YEAH, BUT DID YOU
THE GAUGE
KNOW THAT ABOUT
WAS
10 AIRCRAFT IN
SHOWING I
EUROPE CRASH EACH
HAD ENOUGH
YEAR BECAUSE THEY
FUEL.
RUN OUT OF FUEL?
I HAD A NASTY
THAT’S WHY I
SURPRISE A COUPLE
INSTALLED A
OF TIMES WHEN
CAUTION LIGHT
I RAN LOW
IT DOESN’T COST MUCH TO BUY AND AND AS IT’S A STANDARD

INSTALL SUCH A SIMPLE DEVICE. CHANGE, I DIDN’T EVEN
NEED TO GET IT
APPROVED.
THAT’S ALL FOR

NOW.
HOPE YOU READ
NEXT MONTH’S
ISSUE OF
THE EASA GA
COMIC.
#01/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

CO INTOXICATION
FRIDAY NIGHT AT “ZUR ALTEN POST”. SUNNY

AND HER NIECE LISA ARE LISTENING TO I WAS FLYING TO VISIT
CAPTAIN MULBERRY’S STORY. FRIENDS ON A COLD,
WINTRY DAY. I HAD
PERFECT CONDITIONS
FOR VFR.
HALF AN HOUR INTO THE FLIGHT, I GOT A

IT'S WAY HEADACHE AND STARTED FEELING DIZZY.
COLDER THAN I
EXPECTED. GOOD
THING WE'VE
GOT A HEATER
IN HERE!
LUCKILY I SPOTTED A NEARBY AIRFIELD AND THE MECHANIC FOUND A CRACK IN THE HEAT
MADE A QUICK DECISION TO LAND… EXCHANGER BETWEEN THE EXHAUST AND THE
CABIN HEATER.
I REALISED I'D BEEN A SIMPLE PASSIVE OR ELECTRONIC

REALLY LUCKY. CARBON MONOXIDE INDICATOR COULD
HAVE SAVED ME THIS SCARE.
CRACK
“CARBURETTOR ICING”
SUNNY IS FLYING AS AN ALTHOUGH THE AIR IS CLEAR AND
INSTRUCTOR TODAY. SHE WILL WARM, THERE IS SOME HUMIDITY, SO
LOOK AT CARBURETTOR ICING, CARBURETTOR ICING IS POSSIBLE.
WHICH HAS CAUSED LOTS OF
ENGINE SHUTDOWNS.
HI, I’M ALEX, YOU

MUST BE SUNNY NICE TO MEET
YOU
Humidity
(dew point 14ºC)
CARB ICING WILL OCCUR ON WARM DAYS IF

THE HUMIDITY IS HIGH. DRY WINTER DAYS ARE
LESS OF A HAZARD THAN HUMID SUMMER DAYS
BECAUSE COLD AIR HOLDS LESS MOISTURE
INSIDE THE CARBURETTOR, HUMID AIR COOLS

DOWN AS IT EXPANDS AND DRAWS IN FUEL. WE’RE USING MOGAS INSTEAD OF
EXCESS MOISTURE MAY BE DEPOSITED AS ICE. THE USUAL AVGAS, SO WE NEED TO
BE EXTRA ALERT
IT’S FAR BETTER IT CAN BE APPLIED PREVENTIVELY, IN POWER

TO USE CARB CHECKS AND TO MELT INITIAL ICE. IT’S VITAL
HEAT TOO SOON TO MELT CRITICAL OBSTRUCTIONS
THAN TO WAIT
UNTIL IT’S TOO OK
LATE.
.”
#03/2018
PREVENTIVE PROCEDURES WHEN CARB ICING (CI) IS LIKELY* DESCENT AND APPROACH:
CI IS MUCH MORE LIKELY AT REDUCED POWER!!
TURN THE HEAT ON ONLY  KEEP THE HEAT ON BEFORE AND DURING LOW POWER
WHEN IT’S NEEDED, AS IT  EVERY ~ 500 FT, INCREASE POWER TO CRUISE,
REDUCES THE PERFORMANCE TO ENSURE POWER RECOVERY
AND DURABILITY OF THE
ENGINE.
CRUISE:
 AVOID CLOUDS AS MUCH AS POSSIBLE.
 MONITOR THE ENGINE FOR CI SYMPTOMS.
 DO A POWER CHECK**EVERY 10 MIN, AND
 CARB HEAT*** IF YOU SUSPECT CI
*CHECK THE MODEL’S POH OR AFM

TURN CARB HEAT FULLY ON THEN TURN IT
FOR THE RIGHT PROCEDURES
***ICE MELTING
OFF
CARB HEAT
~>15 S
INITIAL POWER A FINAL POWER INCREASE

**POWER CHECK AFTER
CHECK RPM/MAP*
CARB HEAT ON/OFF
TURN CARB HEAT ON

*VARIABLE PITCH DROP WOULD MEAN THERE’S ICE
~>15 S LATER
THEN TURN IT OFF
WHAT ARE THE

REDUCED POWER AND APPLY CARB HEAT
SYMPTOMS OF
A ROUGH-RUNNING ON. DON’T WORRY
CRITICAL CI?
ENGINE. ABOUT RPM DROP.
MAINTAIN HIGHER
THROTTLE
SETTINGS. LAND AS
SOON AS POSSIBLE
PRE-FLIGHT CHECKS
PLIP,
PLOOP
YOU CAN FIND MORE DETAILED INFORMATION HERE:

DRAIN FREE WATER FROM THE FUEL TANK. https://www.easa.europa.eu/system/files/dfu/EGAST_GA5-
PERIODICALLY CHECK THE CARB HEATING SYSTEM. Piston-Engine-Icing-final.pdf

“Crosswind final turn”
TODAY, THE WIND IS BLOWING ACROSS THE AIRFIELD.
WOOOSH
WOOOSH
BRIEFING AT THE CLUBHOUSE. CROSSWIND GOOD! JOE

DIFFICULTIES... REMEMBERED ALL THE
WE’VE GOT IDEAL
MAIN POINTS. HE ALSO
CONDITIONS TO PRAC
THOUGHT ABOUT
TICE FLYING IN A
TURNING EARLIER FROM
CROSSWIND. CAN YOU
THE BASE LEG TO AVOID
REMEMBER THE MAIN
OVERSHOOTING THE
DIFFICULTIES?
RUNWAY
SOME IMPORTANT POINTS… DURING THE FLIGHT, JOE LEARNS

LET’S TRY IT IN FLIGHT! VARIOUS TECHNIQUES TO COMPENSATE
T/O run: FOR THE EFFECTS OF WIND ON THE
Control direction,
maintain wings level Final leg: crab LANDING PATTERN.
Base leg: anticipate

turns (if tailwind)
Downwind: crab
ON THE BASE LEG, SUNNY FEARS JOE

HASN’T NOTICED THE HIGH GROUND AND THEY DO OVERSHOOT IT!. JOE TRIES TO BACK AT THE BRIEFING ROOM…
SPEED. AT THIS RATE, THEY COULD HASTILY CORRECT THE FLIGHT PATH.
OVERSHOOT THE RUNWAY
DON’T ROLL SO MUCH! AT LOW SPEED, ABRUPT CORRECTIONS

I TAKE CONTROL, IN ROLL AND YAW CAN EASILY PUT YOU
GO AROUND! IN A STALL!
THINK ANGLE OF ATTACK (α). YOU CAN FIND MORE

INFORMATION IN
EGAST PAPER GA8:
60º BANK:
~2G LOAD (α).
~VS INCREASES BY 40% https://www.easa.europa.eu/document-library/general-
publications/egast-leaflet-ga-8-stall-and-spin-loss-control
“TURN IT ON”
THIS BEAUTY JUST HAD AN
SUNNY, CAPTAIN MULBERRY AND EASY ARE ELECTRONIC CONSPICUITY SYSTEM
FLYING TO TAKE PART IN AN AIRSHOW INSTALLED. WE CAN SEE ALL THE
AIRCRAFT EQUIPPED WITH A
TRANSPONDER
LITTLE DO THEY KNOW THAT ANOTHER BUT THEY MANAGE TO LAND

WHAT THE..? WHERE
PLANE IS DANGEROUSLY APPROACHING ON A AT AN AIRFIELD.
DID THAT COME
COLLISION COURSE! FROM?
FOR A FEW WORRYING MOMENTS,

THEY LOSE CONTROL OF THE
AEROPLANE
THE OTHER PLANE AND ITS PILOTS WE DIDN’T SEE YOU. WHY WE JUST DIDN’T WANT TO CAUSE ANY
HAVE ALSO LANDED THERE WEREN’T YOU TRANSMITTING HASSLE IF WE MADE AN AIRSPACE
INFRINGEMENT
WITH A TRANSPONDER?
WHOA, WHAT A OI!

STRANGE IDEA !
GRRR
ARE YOU ALL EASY,
RIGHT? LET GO
THAT WAS A NEAR MISS!! PLEASE PLEASE FIND MORE INFORMATION AT:
KEEP YOUR TRANPONDER ON. INDEED, IF YOU KEEP
YOUR TRANSPONDER
ON, THEN ATC AND SERA.13001
OTHERS CAN SEE YOU,
AND THE CHANCES OF
SURE. Airspace infringement
A COLLISION ARE
MUCH SMALLER
CS-STAN

“Clearance to enter controlled airspace”
SUNNY AND MIMI THE MECHANIC ARE ON A LOCAL VFR FLIGHT.
WOW, DID YOU SEE THAT ONE?
EVERYTHING SEEMS ACCORDING TO THE FLIGHT PREPARATION, WHEN
THEY RECEIVE UPDATED WEATHER INFORMATION FROM THE FIS*
* FLIGHT INFORMATION SERVICE
OH, WITH THIS HEAT, THUNDERSTORMS LOOK AT THOSE HERE IT COMES AGAIN
ARE FORMING AHEAD. CUMULONIMBUS IT’S ALL AROUND ME…
THERE’S NO WAY TO AVOID THOSE STORMS YES. THAT’S CLASS D

AND STAY IN CLASS G* AIRSPACE. WE’LL AIRSPACE. WE HAVE TO
HAVE TO MAKE A DETOUR. CONTACT ATC IN
ADVANCE, TO ASK FOR
THAT MEANS GOING CLEARANCE. THE
THROUGH THE COLOGNE FREQUENCY
COLOGNE/BONN CTR**? IS 124.975
**CONTROL ZONE
* UNCONTROLED ZONE (PLEASE NOTE THIS CHART IS ONLY ILLUSTRATIVE)
WITH CONFIRMED CLEARANCE, THE AIR TRAFFIC

A DIALOGUE WITH COLOGNE TOWER IS ESTABLISHED…
CONTROLLER CAN INFORM OTHER AIRCRAFT ABOUT THEIR
POSITION AND INTENTIONS. SO SUNNY AND MIMI
COLOGNE TOWER. EU-EASA, GOOD AFTERNOON CONTINUE THEIR FLIGHT SAFELY.
EU-EASA. COLOGNE TOWER, STANDBY.
(THEY SEEM BUSY. WE HAVE TO WAIT)
EU-EASA. COLOGNE TOWER. GO AHEAD
EU-EASA DIAMOND DA40, VFR, 18 MILES SOUTH

OF SIERRA, 2000 FT. REQUEST TO CROSS CTR
VIA SIERRA TO NOVEMBER AT 2000FT.
PLEASE FIND MORE INFORMATION AT:
EU-EASA. CROSS CTR VIA SIERRA TO
SERA.13001 - https://www.easa.europa.eu/regulation-groups/sera-
NOVEMBER, 2000 FT, QNH* 1016, standardised-european-rules-air
SQUAWK** 6406.
CROSSING CTR VIA SIERRA TO https://www.easa.europa.eu/airspace-infringement

NOVEMBER, 2000 FT, QNH 1016, https://www.easa.europa.eu/document-library/general-
SQUAWK 6406, EU-EASA. publications/egast-leaflet-ga-9-flight-information-service
https://www.easa.europa.eu/document-library/general-
publications/ehest-leaflet-he-13-weather-threat-vmc-flights
*PRESSURE SETTING https://www.skybrary.aero/index.php/Airspace_Infringement
**TRANSPONDER CODE

“Wake vortex avoidance”
SUNNY AND STUDENT RICKY ARE IN A CESSNA 172 WAITING AT THE END OF AFTER ONE MINUTE, RICKY THINKS IT’S TIME TO GO
THE RUNWAY. THEY WATCH A TWIN OTTER TAKE OFF BEFORE THEM
READY FOR
DEPARTURE
LET’S WAIT FOR ANOTHER MINUTE, RICKY. THAT

TWIN OTTER IS HEAVIER THAN US, AND ITS WAKE
COULD FLIP OUR CESSNA OVER
ON APPROACH AND TAKEOFF, THE WAKE DESCENDS BELOW THE

1110 kg 5670 kg FLIGHTPATH, UNTIL IT ENTERS GROUND EFFECT, WHEREUPON THE
VORTICES DECREASE THEIR DOWNWARD DESCENT AND MOVE LATERALLY.
CROSSWINDS OF UP TO 5 KNOTS
CAN CAUSE ONE VORTEX TO REMAIN
NEAR THE FLIGHTPATH. A CALM
ATMOSPHERE DELAYS
DISSIPATION OF THE VORTEX
THE STRENGTH OF THE VORTEX

INCREASES WITH THE WEIGHT OF THE
AIRCRAFT THAT GENERATES IT
COUNTER CONTROL AND STABILITY ARE MORE DIFFICULT

FOR A TRAILING AIRCRAFT THAT HAS A SHORT WINGSPAN
AND A LIGHTER WEIGHT THAN THE AIRCRAFT AHEAD,
EVEN IF BOTH ARE GENERAL AVIATION AIRCRAFT.
MAINTAINING AT LEAST 2 MINUTES
- PLEASE FIND MORE INFORMATION AT:

OF SEPARATION, AND FLYING AT OR
GA ACCIDENT: https://www.euroga.org/forums/hangar-talk/4339-
ABOVE THE LEVEL OF THE PREVIOUS wake-turbulence-between-two-light-aircraft
AIRCRAFT’S FLIGHTPATH PROVIDE THE FAA GUIDE :
BEST METHOD FOR AVOIDANCE https://www.faa.gov/training_testing/training/media/wake/04SEC2.PDF
VISUALIZE THE LOCATION OF THE WAKE EMBRY RIDDLE VIDEO:

BY NOTING THE ROTATION OR https://www.youtube.com/watch?v=IL_kS4W7gyk
BFU Video: https://www.bfu-web.de/EN/Service/V180-Video-EN/V180-
TOUCHDOWN POINT
Video-EN_node.html
Touchdown
PLEASE SEND YOUR COMMENTS AND IDEAS:
EMAIL :
generalaviation(at)easa.europa.eu / subject: Sunny Swift
JOIN THE GA COMMUNITY!
Rotation
https://www.easa.europa.eu/community/ga
ALL SUNNY SWIFT ISSUES AND SUBSCRIPTION
https://www.easa.europa.eu/easa-and-you/general-aviation/sunny-
swift-flight-instructor

“Impossible turn”
SUNNY AND MOHAMMED, A
IF THERE’S A LOSS OF POWER DURING THE TAKE-OFF
STUDENT, ARE WAITING AT THE
RUN, REDUCE POWER AND APPLY THE BRAKES
HOLDING POINT, READY TO LINE
UP FOR TAKE-OFF
.
IT IS ESSENTIAL TO ALWAYS
CARRY OUT A SHORT BRIEFING
BEFORE TAKE-OFF, TO RECALL THE
NORMAL DEPARTURE PROCEDURES
AND TO REVIEW THE DECISION
MAKING PROCESS IN CASE OF AN
ENGINE FAILURE.
DURING THE INITIAL CLIMB, YOU HAVE VERY LITTLE IF THE ENGINE CUTS OUT BETWEEN 2 000 AND 3 000 FT, YOU ABOVE A MINIMUM OF 2/3 000 FT AGL, YOU COULD CONSIDER
TIME! IMMEDIATELY REDUCE THE ANGLE OF ATTACK BY HAVE A BIT MORE TIME, BUT NOT ENOUGH HEIGHT AND RETURNING TO THE AIRFIELD. BUT IS THAT A GOOD IDEA?
PUSHING THE STICK FORWARD, GO STRAIGHT AHEAD ENERGY TO RETURN TO THE AIRFIELD. SEVERAL FACTORS MIGHT BECOME CRITICAL AND LEAD TO
MAINTAINING SPEED AND TRYING TO AVOID OBSTACLES. THE “IMPOSSIBLE TURN” CASE!
IF POSSIBLE, USE THE REMAINING PART OF THE RUNWAY. AS BEFORE, FIRST REDUCE THE ANGLE OF ATTACK: GENTLY BUT
FIRMLY PUSH THE STICK FORWARD. LOOK IN FRONT OF YOU MAINTAINING SPEED WHILE TURNING BACK WOULD BE VERY
FOR THE MOST APPROPRIATE SURFACE, AVOID MORE THAN 15° DEMANDING, AND THE TIME SHOULD BE SPENT CHECKING THE
OF DEVIATION TO THE RIGHT OR TO THE LEFT. FUEL VALVE IS OPEN, THE BOOSTER PUMP IS ON, SWITCHING
FUEL TANKS AND … TRYING A RESTART IF POSSIBLE!
NEVER TRY TO FLY BACK TO THE AIRFIELD! REMEMBER THAT

YOUR REACTION TIME AFTER AN ENGINE OUT IS CRITICAL.
YOU COULD EASILY LOSE SPEED AND STALL! THE CONDITION YOU HAVE TO BE PREPARED AND KNOW IN ADVANCE THE LET’S CLIMB TO A WORKING
OF THE ENGINE AND SPEED AWARENESS ARE THE MAIN EMERGENCY FIELD OPTIONS RIGHT IN FRONT OF THE HEIGHT OF 5 000 FT AGL
THINGS! RUNWAY.
ALTITUDE 5 000 FT AGL. THIS GIVES A SAFE THIS SHOWS THAT YOU SHOULDN’T ATTEMPT A
MARGIN TO SET THE ENGINE TO IDLE, AND TURN UNLESS THERE’S AN AMPLE HEIGHT MARGIN PLEASE FIND MORE INFORMATION AT:
SIMULATE A SHUTDOWN. THE AIRSPEED HAS
PLUMMETED! .-WITH A STANDARD TURN RATE (3O/S, RATE 1*) WE
WE LOWER THE NOSE TO THE PROPER
. LOST 1 320 FT. WITH A BANK ANGLE OF 45O (RATE
PILOT THOUGHTS:
GLIDE ATTITUDE AND MAINTAIN THE 3*) AND IMMEDIATE REACTION, WE LOST 350 FT.
AIRSPEED. PUT THE NOSE DOWN THIS 1.4 G MANOEUVRE WAS REALLY STEEP AND http://www.maxtrescott.com/max_trescott_on_ge
BY 25O, KEEP 80 KTS! DYNAMIC! neral_a/2009/05/engine-failure-after-takeoff-turn-
back-to-the-runway-or-land-straight-ahead.html
.-A REAL STOPPED ENGINE WOULD CREATE MORE
DRAG THAN OUR SIMULATION IN IDLE. ALSO,
TODAY, THERE WAS NO WIND OR ONCOMING
TRAFFIC. TYPICALLY, WE’D HAVE TO ADD 4 SEC FOR A PLEASE SEND US YOUR COMMENTS
PILOT TO REALISE HE’S LOST THE ENGINE. SO THE
90O TURNED, ALTITUDE REAL HEIGHT LOSSES COULD BE A LOT HIGHER.
AND IDEAS:
LOSS: 570 FT.
-WARNING: INCREASING THE BANK ANGLE AT LOW

O
180 TURNED. SPEED ALSO INCREASES THE RISK OF STALLING! EMAIL generalaviation@easa.europa.eu
1 070 FT LOSS .
.
O
225 TURNED Bank Stall Increase
AND HEADING Angle Speed (%) https://www.easa.europa.eu/community/ga
FOR THE 0 deg. 49 knots 0%
RUNWAY.
35 deg. 53 knots 8%
1 320 FT LOSS ALL SUNNY SWIFT ISSUES AND SUBSCRIPTION
45 deg. 59 knots 20%
WOULD YOU LIKE TO CLIMB 60 deg. 71 knots 43% https://www.easa.europa.eu/easa-and-
AND TRY AGAIN WITH A 75 deg. 97 knots 97% you/general-aviation/sunny-swift-flight-instructor
HIGHER TURN RATE? TYPICAL STALL SPEED TABLE
*TURN
RATE EFFECT
From FAA-P-8740-44
OK, LET’S GO FOR IT .
:
MARTIN IS A YOUNG PILOT, PLANNING A FIVE-DAY TRIP
FLYING VFR IN WINTER REQUIRES FLEXIBILITY AND GOOD
BETWEEN CHRISTMAS AND NEW YEAR
ADVANCE PLANNING .
YOU SHOULD HAVE A PLAN B (TRAIN, CAR OR

CANCELLING THE TRIP) IN CASE THE WEATHER
ISN’T GOOD ENOUGH
I’D LIKE TO BOOK THIS PIPER ARCHER

FROM THE CLUB
MARTIN AND SUNNY CHECK THE GENERAL WEATHER FORECAST FLEXIBILITY ALSO MEANS BEING READY TO I ALWAYS RECOMMEND SETTING UP PERSONAL
FOR THE FOLLOWING WEEK. DEPART OR RETURN ONE DAY EARLIER OR LATER WEATHER MINIMUMS, BASED ON YOUR LEVEL
OF EXPERIENCE AND COMFORT. WHEN MAKING
THE CLUB IS WILLING TO PROVIDE THIS FLEXIBILITY, THEY’D DECISIONS LATER, YOU SHOULD STRICTLY
THERE IS ONLY A LOW RISK OF ICING OR
PREFER YOU TO CANCEL RATHER THAN TO TAKE RISKS. ABIDE BY THEM
STRONG WINDS, BUT THOSE FRONTS
ARE COMING OUR WAY
>3 000 FT CEILING,
> 10 KM VISIBILITY,
< 7 KT CROSSWIND
YES, THAT’S
RIGHT..
PLEASE KEEP
US UPDATED
MY PLAN C IS TO FLY VIA THE

YES, TRY TO APPLY AIR MASS
NORTHERN ROUTE. THE
THEORY TO THE SYNOPTIC
FORECAST IS BETTER THERE
CHARTS
THE DAY BEFORE THE FLIGHT, MARTIN CALLS THE NATIONAL MET SERVICE PROVIDER AND THE FORECAST FOR THE NEXT DAY IS MUCH BETTER:
GETS A PROFFESSIONAL WEATHER BRIEFING. THE 24 AND 30 HOUR TAFS, SYNOPTIC GOOD VISIBILITY, 3 000 FT CEILINGS, A 5 KT
FORECAST, OUTLOOK FORECAST AND CROSS SECTION ALL CONSISTENTLY SHOW THOSE CROSSWIND …WITHIN MY PERSONAL MINIMUMS
WEATHER FRONTS PASSING OVER THE COUNTRY. THE CONDITIONS FOR VFR FLIGHT ARE
VERY MARGINAL!
GOOD MORNING BONN/HANGELAR, IT’S MARTIN
FISHER. I’D LIKETO CANCEL MY MONDAY
BOOKING AND POSTPONE THE FLIGHT UNTIL
TUESDAY, PLEASE.
ALLES KLAR, MARTIN
G0, OR NO GO?
THE DAY AFTER, THE FAMILY IS SET TO GO. YOU MAY FIND MORE PLEASE SEND US YOUR COMMENTS
INFORMATION AT: AND IDEAS:
HAVE A NICE FLIGHT!
WEATHER INFORMATION TO PILOTS: EMAIL generalaviation@easa.europa.eu

.
JOB WELL DONE, https://www.easa.europa.eu/easa-and-you/air-
MARTIN operations/weather-information-pilots#group-
easa-downloads
. ALL SUNNY SWIFT ISSUES AND SUBSCRIPTION
https://www.skybrary.aero/index.php/Pre-
https://www.easa.europa.eu/easa-and-
flight_Preparation#Meteorological_Briefing
you/general-aviation/sunny-swift-flight-
https://www.easa.europa.eu/document- instructor
library/general-publications/ehest-leaflet-he-13-
weather-threat-vmc-flights
#09 2018
BY ELENA GARCIA & MONICA MESTRE @ EASA
“Exchange of experiences”
HOW MANY CHAIRS DO WE NEED, THIS IS THE FIRST GET-TOGETHER ORGANISED BY THE AEROCLUB MEMBERS TO SHARE THEIR EXPERIENCES
SUNNY?
HOW ARE YOU YEAH, I’M LEARNING
11 HAVE CONFIRMED GOOD TO SEE YOU
MARTIN? CZECH NOW
AND 4 SAID THEY MAY HI CAP
I’M LOOKING FORWARD TO A COME
GOOD DISCUSSION
CAPTAIN HILLENBURG TELLS THE GROUP A FIRSTHAND STORY AS I FLEW ON, I SAW PATCHES OF
I TOOK OFF LATE AND IT WAS ALREADY OVERCAST WITH STRATUS BENEATH ME. BUT I STILL
ALTOSTRATUS AND SLIGHT RAIN. THE VISIBILITY WAS GOOD BUT PRESSED ON BECAUSE I THOUGHT I
IT WAS 1986. I WAS TAKING DELIVERY NOT GREAT. COULD MAKE IT
OF MY BRAND-NEW EXTRA EA-230
WHAT WAS THE WEATHER LIKE?
I KNEW A WARM FRONT WAS
APPROACHING, BUT THE TIMING
LOOKED OK
THE RIGHT DECISION

WOULD’VE BEEN TO RETURN BUT I WANTED TO GET
THERE AND THEN, TO AVOID A BACK HOME AND SHOW OFF
HMMM A WARM FRONT, LOWERING CEILING AND MY NEW PLANE
ESPECIALLY WITH
THAT’’S CHALLENGING! MULTIPLE CLOUD LAYERS
HILLY TERRAIN
I FOUND MYSELF AT THE MERCY OF THE TERRAIN, FOLLOWING THEN, MIRACULOUSLY, LOWER PLAINS OPENED AT THE END
BUT CLOUDS SUDDENLY CLOSED IN AROUND ME. A VALLEY
THE NARROW PASSAGE OF THE VALLEY, I WAS JUST HOPING OF THE VALLEY. I WAS ABLE TO LAND AT AN ALTERNATIVE
AHEAD SEEMED THE ONLY WAY OUT
THAT THE CLOUDS WOULDN’T COME DOWN ANY FURTHER AIRFIELD.
FOR MANY LONG MINUTES, I REALLY THOUGHT I WOULDN’T MAKE IT. FEEDBACK OF LESSONS LEARNED CAN YOU CAN FIND MORE INFORMATION AT:
SINCE THEN, I’VE KNOWN BETTER WHEN TO CALL IT A DAY. REDUCE THE RECURRENCE OF THE SAME
PROBLEMS. IN A SAFETY CULTURE, IT IS
https://www.easa.europa.eu/newsroom-and-
THAT WAS A REALLY GREAT MORE IMPORTANT TO LEARN “WHY IT
EXPERIENCE TO SHARE. IT’S HAPPENED” RATHER THAN “WHO DID IT” events/news/inadvertent-flight-imc-conditions
THANK YOU FOR SHARING,
SO IMPORTANT TO CREATE
GARY. IT’S NOT EASY TO https://www.aopa.org/news-and-media/all-
AN OPEN SHARING CULTURE DID YOU FIND THE MEETING
ACKNOWLEDGE YOUR OWN news/2007/august/flight-training-magazine/vfr-flying-and-
IN OUR CLUB. USEFUL?
ERRORS! clouds
VERY! LET’S
REPEAT IT!
PLEASE SEND YOUR COMMENTS AND IDEAS:
EMAIL: mailto:generalaviation@easa.europa.eu
ALL SUNNY SWIFT ISSUES AND SUBSCRIPTION
https://www.easa.europa.eu/easa-and-you/general-
HAPPY 2019! aviation/sunny-swift-flight-instructor
#10 (2019) BY ELENA GARCIA & MONICA MESTRE @ EASA

SUNNY IS GETTING READY TO GIVE A LOWER AIRSPACE (UNCONTROLLED), FROM THE
PRESENTATION TO HER FELLOW PILOTS. GROUND TO APPROX 3 000 FT (DEPENDING ON
MIDDLE AIRSPACE
THE AREA), IS VERY BUSY WITH ALL KINDS OF
TRAFFIC. Approx. 3 000 ft
LOWER AIRSPACE
HEMS* *
ROTORCRAFT
CLOUDS
IFR*
THE FACTS BALLOONS
DRONES
GLIDERS
SMALL AIRCRAFT
WIND
TURBINES
*IFR: INSTRUMENT FLIGHT RULES. FLYING HILLS

UNDER IFR ALLOWS YOU TO RELY ON
INSTRUMENT AIDS, IN CONDITONS OF THERE’S A HIGH RISK OF A MID-AIR
REDUCED VISIBILITY (E.G. CLOUDS). COLLISION. **HEMS: HELICOPTER EMERGENCY MEDICAL SERVICES.
IN ADDITION TO TRAFFIC CONGESTION, THE IN THE UPPER AIRSPACE, WE SEE IN THE MIDDLE, WE OFTEN HAVE CLEAR SKIES AND FAR
LOWER AIRSPACE IS ALSO MORE COMPLEX TO AIRLINERS AND BUSINESS JETS. LESS TRAFFIC.
MANAGE, WITH A LOT OF CONTROLLED AND
RESTRICTED AIRSPACES.
UPPER AIRSPACE
Approx.FL120
YOOHOO!
MIDDLE AIRSPACE
UPPER AIRSPACE
Approx.FL120***
MIDDLE AIRSPACE
Approx.3 000 ft
***FL: FLIGHT LEVEL IN 100 FT. LOWER AIRSPACE
FLYING HIGHER IN CONTROLLED AIRSPACE IS SAFER BECAUSE SEPARATION FLYING HIGHER GIVES YOU MORE TIME TO REACT IN CASE OF AN WE HAVE AN ENGINE FAILURE!
IS PROVIDED BY ATC. IT IS ALSO SIMPLER, AS THE PILOT SIMPLY FOLLOWS EMERGENCY SITUATION. FROM 8 000 FT, WE HAVE A RANGE OF
THE INSTRUCTIONS FROM ATC. MORE THAN 10 NM TO CHOOSE AN
EMERGENCY LANDING PLACE.
DO YOU HAVE ANY COMMENTS EASA IS SIMPLIFYING THE RULES IN ORDER TO

OR QUESTIONS? FACILITATE ACCESS TO IFR. FOR THE BASIC IR, YOU
WILL ONLY HAVE TO ATTEND A COMPETENCY-BASED
You can find more information on the
YES, IFR IS INTERESTING, BUT THE REASON TRAINING COURSE, FOCUSING ON THE SPECIFIC BIR opinion and GA Rules on the
RISKS ASSOCIATED WITH FLYING IFR WITH A
WHY I HAVEN’T APPLIED FOR AN IR**** IS
SINGLE-ENGINE AND A SINGLE-PILOT
EASA website:
BECAUSE IT’S TOO COMPLEX, EXPENSIVE
AND ALSO TIME-CONSUMING. AIRCRAFT. www.easa.europa.eu/sunny-swift,
in the downloads section of this issue.
Please send your comments and ideas to

generalaviation@easa.europa.eu
Join the GA Community!

www.easa.europa.eu/community/ga
****IR: PILOT INSTRUMENT RATING LICENCE.

ON THE TOP OF A HILL, A SOLITARY WEATHER RADAR STANDS INSIDE ITS DOME, A ROTATING ANTENNA SILENTLY THERE, THE DATA IS FILTERED AND COMBINED WITH
IMPERTURBABLE, IN ITS UNTIRING WATCH OVER THE SKIES… CAPTURES THE RETURN SIGNALS FROM PRECIPITATION INFORMATION FROM OTHER EUROPEAN RADARS. IN
(RAIN, HAIL, SNOW) AND SENDS THEM TO A PROCESSING THIS WAY, A COMPOSITE IMAGE OF PRECIPITATION
CENTRE. CAN BE BROADCAST BY THE WEATHER SERVICES
IN THE CREW ROOM, TWO PILOTS, INSTRUCTOR SUNNY AND STUDENT FARRY, ARE PLANNING A FLIGHT, WELL, THE FORECAST ALONG THE ROUTE IS FOR LOCALLY BROKEN
INTENDING TO REMAIN WITHIN FARRY’S PERSONAL LIMITS - SUCH AS VISIBILITY, WEATHER AND CLOUD BASE - CLOUD AT 1 200 FT AMSL, WITH 3 000 M VISIBILITY IN DRIZZLE.
DURING A CROSS-COUNTRY FLIGHT. THEY ARE LOOKING AT PRECIPITATION CHARTS, WHICH ARE INFORMATION
, FROM GROUND-BASED RADAR.
REMEMBER, WEATHER RADAR DOESN’T PICK UP CLOUD,

FROM THE WEATHER RADAR, THERE ARE LOTS OF GAPS WHAT DOES THE GENERAL OR SOMETIMES DRIZZLE FROM CLOUD.
– SO, THIS ROUTE LOOKS FINE.’ FORECAST SAY FOR THAT ROUTE?
*AMSL: HEIGHT ABOVE MEAN SEA LEVEL (AMSL).
HMMM, OK. MY ORIGINAL ROUTE WAS TO THE SOUTHWEST OF SOME HIGH GROUND – SOME YES, THAT WOULD BE A BETTER OPTION. WEATHER RADAR IS VERY GOOD FOR
REALLY GOOD SCENERY. BUT I COULD ALSO TAKE A MORE NORTHERN ROUTE, AWAY FROM SITUATIONAL AWARENESS, BUT THERE ARE A FEW THINGS TO REMEMBER TO GET
THE HIGH GROUND. THE CLOUD IS FORECAST AT 2 000 FT AMSL WITH 10 KM OR BETTER THE BEST FROM IT.
VISIBILITY FOR THE NORTHERN ROUTE.
LIKE WITH ALL RADAR, HILLS AND MOUNTAINS BLOCK THE BEAM. CLOUD ISN’T DETECTED AT ALL, SO DON’T ASSUME THAT IT’S
THE RADARS OVERLAP, BUT THERE WILL BE SOME GAPS IN COVERAGE AROUND MOUNTAINS. CLOUD-FREE, EVEN IF NO RAIN IS INDICATED. IT HAS A LIMITED
RANGE, SO BE AWARE WHEN FLYING OVER THE SEA.
OK, THAT’S GOOD TO KNOW.
THERE ARE CERTAIN PATTERNS YOU CAN IDENTIFY, AND BRIEFING CHARTS HELP WITH THAT.
CLUSTERS OF RAIN OFTEN REPRESENT SHOWERS AND CB CAN DEVELOP

BANDS OF RAIN OFTEN REPRESENT
SHOWERS. HIGH RAINFALL RATES INDICATE QUICKLY, SO CHECK FOR THEM
FRONTS, OR TROUGHS
CB* CLOUD FREQUENTLY
*CB: CUMULONIMBUS.
DO USE WEATHER RADAR TO HELP BETTER EXACTLY. GROUND-BASED WEATHER RADAR IS VERY USEFUL.
UNDERSTAND THE WEATHER SITUATION RECOGNISE THE PATTERNS TO LOOK FOR AND CHECK FOR Chart sources: Ground-based weather
WITH THE BRIEFING CHARTS… THEM REGULARLY, BUT ALLOW FOR THE THINGS IT CAN’T TELL radar EUMETNET; Weather maps FMI
YOU ABOUT.
…AND CONSIDER IT AS
COMPLEMENTING OTHER MET You can find more information on
INFORMATION!
Weather radar observations and
Weather information for pilots on the
EASA website:
www.easa.europa.eu/sunny-swift,
in the downloads section of this issue.



A HEATWAVE IS SWEEPING OVER EUROPE. WITH HIGH TEMPERATURES, THE AIR EXPANDS TO A WING AND PROPELLER AERODYNAMICS AND ENGINE
LOWER DENSITY COMPARED WITH THE ISA*. PERFORMANCE DIRECTLY DEPEND ON THE AIR DENSITY.
*ISA: INTERNATIONAL STANDARD ATMOSPHERE

CREDIT: METDESK
SUNNY AND VICKY ARE PLANNING A FLIGHT ACROSS THE I REMEMBER FROM THEORY THAT THE DENSITY ALTITUDE SINCE PERFORMANCE IS DRIVEN BY THE AIR DENSITY,
ALPS. GIVES AN INDICATION OF THE EXPECTED PERFORMANCE. IMPACTS FROM BOTH THE PRESSURE AND THE TEMPERATURE
HOW DOES IT WORK? AT THE AIRFIELD NEED TO BE CONSIDERED.
+10º
~+1 200 FT
DENSITY
ALTITUDE
DENSITY ALTITUDE IS THE ALTITUDE RELATIVE TO ISA AT

WHICH THE AIR DENSITY WOULD BE EQUAL TO THE
INDICATED AIR DENSITY HERE.
LOWER AIR DENSITY MEANS LESS LIFT AND POORER ENGINE PERFORMANCE. THEREFORE THE POH HAS TAKE-OFF, LANDING AND CLIMB/CEILING PERFORMANCE AS A FUNCION OF
TAKE-OFF IS LATER, AND THE CLIMB RATE IS LACKLUSTRE. TEMPERATURE AND PRESSURE ALTITUDE.
FOR THIS ROUTE, WE NEED TO REACH AN ALTITUDE OF 10 000 FT. AT THAT

ALTITUDE, THE TEMPERATURE IS TOO HIGH TO HAVE ENOUGH CLIMB
PERFORMANCE. WE COULD POSTPONE THE FLIGHT UNTIL THE AIR GETS
COOLER, OR WE’LL HAVE TO TAKE ANOTHER ROUTE.
+10º
~+10% T/O
DISTANCE
THIS TIME, VICKY AND SUNNY DECIDE TO TAKE A THEY CROSS THE HIGHEST PASS WITH A SAFE ALTITUDE
DIFFERENT ROUTE WITH A LOWER ALTITUDE. MARGIN. You can find links to the
-Skybrary hot and high operations
-FAA density altitude
in the downloads section of this issue



“Emergency Locator Transmitters”
CAPTAIN MULBERRY IS TELLING SUNNY ABOUT A SERIOUS INCIDENT HE SUFFERED
THE TERRAIN WAS PRETTY ROUGH AND I ENDED UP CRASH
LANDING WITH THE PLANE OVERTURNED
I WAS FLYING OVER MOORLAND WHEN THE ENGINE

STOPPED ON ME SHOOT, NOT NOW!
SHOOSH WHERE TO LAND?
HANGING BY MY SEATBELT, I TRIED TO OPEN THE DOOR TO GET OUT. BUT IT WOULDN’T BUDGE, THANKFULLY THE G-SWITCH OF THE ELT DETECTED THE IMPACT, THE BEACON SENT
IT MUST HAVE GOT JAMMED IN THE CRASH A DISTRESS SIGNAL THROUGH THE SATELLITE CONSTELLATION, AND THE RESCUE
SERVICES WERE WARNED
I WAS GLAD I HAD A CERTIFIED ELT INSTALLED ON THE PLANE, WHICH ACTIVATED
WITHIN AN HOUR, THE RESCUE TEAM FOUND ME AND GOT ME OUT
AUTOMATICALLY. IT ENCODED THE GPS POSITION WITH THE SIGNAL, SO LOCALIZATION
WAS EASIER AND FASTER.
MANUAL ACTIVATION WOULD HAVE BEEN DIFFICULT IN YOUR POSITION, OR IF UNCONSCIOUS
THANKFULLY ALL THE SYSTEMS WORKED WELL

You can find links to the
-ELT installation and maintenance
YES, I HAD ARMED THE ELT DURING THE PRE-FLIGHT
CHECKLIST, AND THE INSTALLATION SURVIVED THE -COSPAS-SARSAT system
CRASH EASA HAS PUBLISHED SIB 2019-09
TO RECOMMEND ANNUAL TESTING -operational rules, and more
OF ELTS
IT WAS VITAL THAT THE DEVICE WAS REGISTERED, in the downloads section of this issue
SO THE EMERGENCY SERVICES COULD IDENTIFY THE
AFFECTED PLANE AND TAKE THE RIGHT DECISIONS
.
ALSO, THERE HAD BEEN REGULAR INSPECTIONS OF
THE ELT, AND CHECKS THAT IT WORKED PROPERLY
THROUGH THE MAINTENANCE PROGRAMME (ALSO Join the GA Community!
RECOMMENDED IF FOLLOWING PART M-LIGHT)
.
“Picture the airfield traffic”
IT’S SUNDAY, AND A WONDERFUL SUMMER’S DAY. SUNNY AND GEORGE ARE IN THE BRIEFING ROOM, GETTING
WHEN FLYING BACK FROM THE TRAINING AREA, PLAN ENOUGH TIME
READY FOR HIS TRAINING FLIGHT.
TO UNDERSTAND THE TRAFFIC SITUATION AT THE AIRFIELD.
LISTEN IN ON THE FREQUENCY AT THE EARLIEST CONVENIENCE
IT’S GOING TO BE A VERY BUSY DAY. THE LANDING TRAFFIC PATTERN WILL BE
VERY CHALLENGING AND POTENTIALLY DANGEROUS
AND OFF THEY FLY. THEN, AFTER FINISHING THE FLIGHT PRACTICE, GEORGE AND SUNNY ARE BACK 10 NM SOUTH OF THE AIRFIELD. THEY LISTEN TO THE RADIO COMMUNICATION
EXCHANGES WITH HANGELAR INFO.
HANGELAR INFO DELTA JULIET PAPA, RIGHT DOWNWIND RUNWAY 11.
HANGELAR INFO DELTA TANGO ROMEO, APPROACHING RED SCHOOL BUILDING.
HANGELAR INFO DELTA ECHO KILO SIERRA CHARLIE, 5 MIN SOUTH, REQUEST LANDING INFORMATION.
DELTA SIERRA CHARLIE, HANGELAR INFO, RUNWAY 11 IN USE, QNH 1019,

WATCH OUT FOR GLIDERS AND THREE MORE AIRCRAFT IN THE PATTERN.
WOW, SOME TRAFFIC! I CAN SEE THE PIPER APPROACHING THE SCHOOL BUILDING,
BUT WHERE ARE THE OTHERS?
YES, IT’S DIFFICULT TO UNDERSTAND THE SITUATION. IN ANY CASE, IF THERE’S A LOT OF TRAFFIC AT THE SAME TIME, AND WE DON’T KNOW IF THE
INTENTION IS FULL STOP OR TOUCH AND GO, IT’S BETTER NOT TO JOIN THE LANDING PATTERN DIRECTLY, AND TO PLAN TO HOLD 5 MIN FROM THE AIRFIELD
UNTIL YOU UNDERSTAND THE SITUATION.
WHY NOT USE THE CONSPICUITY DEVICE IN THE AIRCRAFT, SUNNY AND GEORGE ARE FINISHING THE HOLDING PATTERN, AND INFORM HANGELAR THAT THEY ARE READY TO JOIN
TO HELP IDENTIFY THE OTHER TRAFFIC? RUNWAY 11 DOWNWIND FOR FULL STOP.
HANGELAR INFO, DELTA ECO UNIFORM, ABOUT TO JOIN RIGHT DOWNWIND FOR RUNWAY 11
YES, THIS CAN HELP, BUT ONLY TO BUILD A PICTURE BEFORE FOR FULL STOP, WE WILL BE OVER THE RED SCHOOL BUILDING IN 2 MINUTES
APPROACHING THE AIRFIELD. CLOSE TO THE AIRFIELD AND
JOINING THE PATTERN, WATCH OUTSIDE. SEE AND AVOID
PREVAILS. KEEP CHECKING YOUR BLIND SPOTS.
DON’T ENTER A TRAFFIC PATTERN WITHOUT HAVING AN ACCURATE MENTAL PICTURE OF THE SITUATION IN TERMS OF THE
TRAFFIC. FOLLOW THE TRAFFIC PATTERN AND THE CIRCUIT ALTITUDE CLOSELY, COMMUNICATE YOUR POSITION AND You can find a link to:
INTENTION ACCURATELY, AND DON’T HESITATE TO HOLD IF NECESSARY.
-Lookout for other aircraft



“ distress alerts”
SUNNY IS VISITING THE FRENCH MISSION CONTROL CENTRE, FMCC. THE MISSION OF THIS CENTRE IS TO COLLECT, SORT AND ARCHIVE DISTRESS ALERT
DATA COMING FROM EMERGENCY BEACONS AND OTHER MCCS. THE DATA IS
VALIDATED AND DISTRIBUTED TO THE RESCUE SERVICES.
PICTURE SOURCE:
NOAA
DO YOU RECEIVE MANY INDEED, THE RATE OF FALSE ALERTS IS 95,56 %.

ALERTS? FOR EXAMPLE, LAST WEEK WE HAD A CASE WHERE THE PILOT HIT THE BEACON WITH HIS KNEE WHEN
GOING OUT THE AIRCRAFT, AFTER HIS TRAINING FLIGHT. THE RESCUE HELICOPTER WAS SENT TO CHECK,
ONLY TO FIND THE AEROPLANE INTACT, AND THE OBLIVIOUS PILOT SAFELY HOME.
YES, WE DO. IN 2018, 121 PEOPLE WERE RESCUED FROM 61 ALERTS. BUT WE
RECEIVED IN TOTAL 3 645 DISTRESS ALERTS IN THE FMCC SERVICE AREA:
143 REAL ALERTS, 1 815 FALSE ALERTS, THE REST UNDETERMINED.
AS A PILOT, I FEEL REASSURED. IT WAS, AND THESE INCIDENTS DIVERT OUR

THAT MUST HAVE BEEN EXPENSIVE!
BUT THERE ARE TOO MANY FALSE ALERTS! HOW CAN THIS HAPPEN? RESOURCES FROM REAL ALERTS.
TO PREVENT FALSE ALERTS, THE ELT SHOULD NOT BE TURNED ON EXCEPT IN CASE OF REAL DISTRESS:
EASA HAS PUBLISHED SIB 2019-09 TO RECOMMEND BEFORE DISPOSING OF THESE DEVICES, THEY SHOULD A HARD LANDING CAN TRIGGER A FALSE ACTIVATION. IF THE PILOT
ANNUAL TESTING OF ELTS. USE ONLY THE SELF-TEST BE DISARMED AND THE BATTERIES REMOVED. BECOMES AWARE OF THAT HAPPENING, HE SHOULD COMMUNICATE IT
OPTION, OR TURN IT ON FOR THE TIME DURATION TO THE AIRFIELD/ATS.
INDICATED.
I’M GLAD TO HEAR THAT! IN ANY CASE, IT’S IMPORTANT

IF I HAD TO CHOOSE BETWEEN AN ELT (AUTOMATIC FIXED) AND A
PLB, WHAT ARE THE PROS AND CONS OF EACH? TO REGISTER THE DEVICE. A REAL ALERT MAY BE DIFFICULT TO You can find links to the
PROCESS IF THE DEVICE IS NOT REGISTERED, OR REGISTERED
INCORRECTLY. THE REGISTRATION RATE FOR AERONAUTICAL -EASA SIB on annual testing
BEACONS IS ONLY 39.8 %.
PLBS ARE CHEAPER AND DON’T REQUIRE
. -COSPAS-SARSAT system
INSTALLATION.
-operational rules, and more
BUT ELTS WILL WORK WHEN THE PLB MAY NOT, E.G.
IF UNCONSCIOUS OR WITH LIMITED ACCESS TO in the downloads section of this issue
THE DEVICE.
.
THIS HAPPENED TO MY FRIEND, CAPTAIN MULBERRY.

HIS PLANE WAS OVERTURNED, BUT THE ELT WAS
ACTIVATED AND SENT THE DISTRESS SIGNAL, SO generalaviation@easa.europa.eu
FORTUNATELY HE WAS RESCUED.*

*SEE SUNNY ISSUE #14 www.easa.europa.eu/community/ga

DAY -3
THEN THINK ABOUT WHERE THE AIRMASS IS COMING FROM.

CHARLIE IS PLANNING A FLIGHT NEXT WEEK FROM POITIERS TO RENNES, FOR A UNIVERSITY REUNION.
SUNNY IS EXPLAINING THE BRIEFING PROCESS.
OK, I REMEMBER MY MET THEORY: POLAR – TROPICAL, MARITIME-
CONTINENTAL. LOOKS LIKE THE NORTHWEST OF FRANCE WILL BE IN A
IN THE DAYS BEFORE A FLIGHT, FOLLOW THE TV AND SYNOPTIC CHARTS SHOULD HELP YOU UNDERSTAND THE MARITIME TROPICAL AIRMASS.
INTERNET WEATHER FORECASTS FOR AN OVERVIEW. GENERAL SITUATION. WHERE THERE ARE FRONTS, TRY
TO VISUALISE THE TYPICAL CLOUD FORMATIONS YES, ALSO THINK ABOUT THE TEMPERATURE AND HUMIDITY OF THAT
AIRMASS. IS IT LIKELY TO BE STABLE OR UNSTABLE?
FORECAST: MIDDAY 21 NOV
Cirrocumulus
Cirrostratus Altocumulus
Castellanus
COLD
COLD
rumble
Source: Météo France rumble
DAY -1 DAY OF FLIGHT
AS EXPECTED, TOMORROW WE HAVE MT COMING FROM THE WE WILL LOOK AT THE LOW LEVEL AREA FORECAST AND GAFOR. FOR RENNES, THE TAF* SHOWS 3 000 METRES IN
THEY WILL SHOW THE EXPECTED WEATHER, VISIBILITY AND MIST AND BKN AT 500 FT AAL** AT DAYBREAK, BUT
AZORES, BRINGING LOW CLOUD AND MIST.
CLOUD; AND CHECK THE WIND SPEED AND DIRECTION. IMPROVING TO 7 KM AND BKN012 BY 12.00 UTC
WE ARE INLAND. SO CLOUD AND MIST WILL BE SLOW
HMMM THERE’S AN AREA OF LOW CLOUD, EXACTLY THE METARS COMPLETE THE PICTURE, AND YOU CAN
TO CLEAR.
OVER THE AIRFIELD, THOUGH IT’S FORECAST TO THEN REVIEW WITH THE WEATHER RADAR AND
IMPROVE LATER. SATELLITE IMAGERY.
YES, THINK ABOUT THE SEASON AND THE
GEOGRAPHY.
TAF LFRN 210500Z 2106/2206 22010KT 3000 BR BKN005 BECMG 2109/2112 7000 BKN012 TEMPO
2112/2116 SCT012 BKN018…=
METAR LFRN 210800Z 21007KT 3000 BR BKN005 10/09 Q1019 BECMG 6000 BKN010=
*SEE THE FUTURE ISSUE “INTERPRETING TAFS” **AAL=ABOVE AIRFIELD LEVEL

Maps: Google
DECISION MAKING AND A RE-CAP OF THE PROCESS: THESE CONDITIONS ARE VMC, 7KM AND BKN012, BUT YOU A REALLY GOOD IDEA IS TO ARRANGE YOUR ‘FAVOURITES’ SO
HAVE TO CONSIDER YOUR PERSONAL MINIMA, AND THE RISK THAT YOU NATURALLY FOLLOW THE SAME STEPS…AND
OF THE TOLERANCE OF THE TAF BEFORE YOU MAKE A REMEMBER THE GOLDEN RULE: BEGIN WITH A WEATHER
THE PROCESS WE’VE FOLLOWED IS A GOOD EXAMPLE
DECISION. ANALYSIS AND THEN PROCEED WITH THE FORECAST.
OF A BRIEFING PROCESS.
THE TAF FOR RENNES, AND THE GAFOR, ARE OK FROM 1200
PLANNING, AND ON THE DAY
UTC.
1) SYNOPTIC CHARTS
2) AIRMASS
3) SEASON
4) GEOGRAPHY – COASTAL, MOUNTAINOUS?
5) IF IN DOUBT, A PROFESSIONAL BRIEFING.
ON THE DAY
1) LOW LEVEL AREA FORECAST
2) GAFOR (IF AVAILABLE)
3) WIND DIRECTION AND SPEED
4) TAFS/METARS
5) WEATHER RADAR/SATELLITE/LIGHTNING
IMAGERY
6) SUITABLE WEBCAMS EN-ROUTE
7) IF IN DOUBT, A PROFESSIONAL BRIEFING.
You can find links to more info on: Please send your comments and ideas to
-Air masses, synoptic charts generalaviation@easa.europa.eu
-Weather information for pilots Join the GA Community!

in the downloads section of this issue www.easa.europa.eu/community/ga

A BRAND NEW VIRUS SW-121 PIPISTREL HAS ARRIVED AT THE CLUB THIS AIRCRAFT WAS CERTIFIED RECENTLY, AND IS
EQUIPPED WITH SOME INNOVATIVE TECHNOLOGIES
A GLASS COCKPIT, WITH A PRIMARY FLIGHT DISPLAY AND A MULTI-FUNCTION FLIGHT DISPLAY AN EMERGENCY PARACHUTE!
AN AUTOPILOT WITH AN “AUTO-LEVEL” FUNCTION
NEW TECHNOLOGIES HELP TO IMPROVE SAFETY, BUT THERE

ARE SOME IMPORTANT THINGS TO BEAR IN MIND
REMEMBER! SYNTHETIC VISION EQUIPMENT, TRAINING, FORMAL AND INFORMAL, IS NEEDED IN ORDER TO
AUTOPILOTS AND BALLISTIC PARACHUTES SHOULD ENSURE THAT THIS NEW TECHNOLOGY WILL CONTRIBUTE TO You can find links to
NOT BE REASONS TO PUSH THE LIMITS BEYOND IMPROVING SAFETY
THE SCOPE OF THE COMPETENCE AND APPROVAL OF -Using advanced technology safely
THE PILOT, AND THE TYPE OF AIRCRAFT
OPERATION. -Ballistic parachutes safety
-Informal training



PIERRE IS PLANNING A FLIGHT ACROSS THE BORDER FROM GERMANY TO FRANCE.
IT’S A FEW DAYS BEFORE THE FLIGHT.
LET’S LOOK AT YOUR

ROUTE IN THIS PLANNING
SOFTWARE. IT DRAWS FROM SOURCES
LIKE NATIONAL AIPS, NOTAMS,
AND TAF/METARS.
LOOK AT THESE VFR CHARTS, SUNNY. THERE’S A MAZE OF AIRSPACE LIMITATIONS, AND CHANGING WITH ALTITUDE TOO! JUST WHERE CAN I
FIND WHEN THIS RESTRICTED AREA WILL BE ACTIVE?
I’M STRUGGLING TO FIND A CORRIDOR FOR MY FLIGHT. HOW DO YOU DO IT?
YES, IT’S NOT EASY IN EUROPE. BUT THERE ARE SOME TOOLS THAT CAN HELP VISUALIZE ALL THE INFORMATION, AND TO DEFINE A STRATEGY FOR THE
FLIGHT.
AS YOU PLAN TO FLY DURING THE WEEKEND, A LOT OF

WITH THE CROSS SECTION, I CAN VISUALIZE IT IN 3D.
THE RESTRICTED AIRSPACE WILL NOT BE ACTIVE. THE
MY ROUTE IS GOING THROUGH CONTROLLED, RESTRICTED AND RESERVED AIRSPACE.
PLANNING SOFTWARE NORMALLY ALLOWS YOU TO
FILTER THIS (THE WEEKEND MAP). SEE, THE SITUATION
.
IS A BIT CLEARER… LET’S MAKE SOME MINOR CHANGES
TO REDUCE THE COMMUNICATION WORKLOAD…
YOU CAN DECIDE TO ASK FOR

CLEARANCE TO FLY THROUGH
CONTROLLED AIRSPACE, OR YOU
CAN DECIDE TO AVOID IT. PLEASE
BEAR IN MIND THAT THE
CLEARANCE MAY NOT BE ALWAYS
GRANTED E.G. DUE TO HIGH
TRAFFIC. FOR RESTRICTED
AIRSPACE, YOU NEED TO IDENTIFY
THE APPLICABLE RESTRICTIONS
IN THE AIPS OR NOTAMS.
#19 (2020)
WE STILL HAVE TO CHECK A FEW RESTRICTED AREAS. IF YOU DECIDE TO FLY BELOW 3 800 FT, YOU SOME RESTRICTED AIRSPACE IS
THE INFORMATION IS AVAILABLE IN THE AIP. THE WILL AVOID LFR97 AND THE TMA “LORRAINE”. ACTIVATED BY NOTAM. NOTAMS ARE
NATIONAL AUTHORITHIES NORMALLY PUBLISH LFR97 INFORMS US ABOUT GLIDING ACTIVITY. IF PUBLISHED ON AIP WEBSITE, BUT ONCE
THEM ON A DEDICATED WEBSITE, BUT MANY YOU NEED TO FLY HIGHER, YOU NEED CLEARANCE AGAIN, GOOD NAVIGATION SOFTWARE
NAVIGATION APPLICATIONS PROVIDE DIRECT FROM LORRAINE ON 119,125 PROVDES EASIER ACCESS TO NOTAM
ACCESS TO ALL THE INFORMATION FROM THE INFORMATION, BY FILTERING THE ITEMS
APPLICATION. APPLICABLE TO THE ROUTE.
BUT REMEMBER THAT THINGS NEVER HAPPEN AS PLANNED… YOU MIGHT HAVE TO FLY BACK ON MONDAY, AND MORE RESTRICTED AIRSPACE VOLUMES WILL
POP-UP, OR THE WEATHER MIGHT FORCE YOU TO FLY A DIFFERENT ROUTE AT A DIFFERENT ALTITUDE.
REVALIDATE YOUR STRATEGY THE DAY BEFORE AND JUST BEFORE THE FLIGHT,
AND DON’T HESITATE TO PREPARE ALTERNATE ROUTES CORRESPONDING TO DIFFERENT SCENARIOS!*
MAKING AIRSPACE MORE AND MORE COMPLEX IS INCREASING THE RISK

OF AIRSPACE INFRINGEMENTS. THE ISSUE IS CURRENTLY BEING
REVIEWED BY THE EASA GA ROADMAP TEAM, IN COORDINATION WITH
THE
COMPETENT AUTHORITIES.
*SEE SUNNY ISSUES #9, 10, 12 AND 17

ABOUT WEATHER MANAGEMENT
IN OUR NEXT ISSUE, WE WILL DISCUSS THE TACTICAL ASPECTS OF AIRSPACE MANAGEMENT DURING A FLIGHT.
STAY POSTED!
You can find links to Please send your comments and ideas to
-Airspace infringement avoidance generalaviation@easa.europa.eu
-Flexible Use of Airspace Join the GA Community!
-Flight planning references www.easa.europa.eu/community/ga

AFTER A FEW DAYS OF CAREFULLY PLANNING THE BEST ROUTE AROUND FOR THE BEST INFORMATION, ONCE IN-FLIGHT, THE FIS HAS
I HAVE CHECKED THE ROUTE, TAKING INTO
RESTRICTED AND CONTROLED AIRSPACE*, THE DAY OF THE FLIGHT HAS THE MOST CURRENT AND CLEAR OVERVIEW OF THE AIRSPACE
ACCOUNT THE AIPS, LATEST NOTAMS AND
ARRIVED. PIERRE IS MAKING THE FINAL FLIGHT PREPARATIONS SITUATION. IT ISN’T THEIR ROLE (IT’S ATC’S) TO GRANT YOU
AUP/UUPS. MY FLIGHT CORRIDOR IS CLEAR OF
CLEARANCE TO CONTROLLED AIRSPACE, BUT THE FIS CAN GIVE
RESTRICTED AND CONTROLLED AIRSPACE
YOU CRUCIAL INFORMATION, OR IN SOME COUNTRIES EVEN
CALL THE ATC FOR YOU.
* SEE PREVIOUS SUNNY #19, “AIRSPACE COMPLEXITY” FIS=FLIGHT INFORMATION SERVICE; ATC=AIR TRAFFIC CONTROL, NOTAM=NOTICE TO AIRMEN, AUP/UUP=AIRSPACE/UPDATED USE PLAN
WITH HIS PLANNING READY AND CONFIRMED, PIERRE TAKES OFF WITH ÉPINAL JUST BEFORE HE ENTERS FRANCE, HE CHANGES TO THE STRASBOURG FIS
AS HIS DESTINATION.
STRASBOURG INFORMATION,
EU-EASA, GOOD DAY
EU-EASA, STRASBOURG
INFORMATION, HELLO.
EU-EASA, TECNAM P2002, VFR FROM

SAARBRÜCKEN TO ÉPINAL MIRECOURT,
2 000 FT, QNH 1004, 1 NM NORTHWEST OF
SIERRA, REQUEST TRAFFIC INFORMATION
NOTE: ONLY AIRSPACE CLOSE TO THE FLIGHT ALTITUDE IS DEPICTED
EU-EASA, QNH 1004, SQUAWK 4421. THERE ARE PIERRE LEAVES THE STRASBOURG FREQUENCY
ISOLATED CUMULONIMBUS FORMING NEAR AND EAST AND CONTACTS THE LORRAINE CTR 10 MINUTES
OF LUNEVILLE. IN ADVANCE**. LORRAINE GRANTS CLEARANCE TO
CROSS THEIR AIRSPACE.
UMM, I PREFER TO DEVIATE WEST, CLEAR OF LUNEVILLE. THAT WOULD GET

ME THROUGH THE LORRAINE CLASS D AIRSPACE.
REQUEST TRANSFER TO LORRAINE CTR, AS I WILL NEED TO AVOID THE

WEATHER.
THE LORRAINE CTR FREQUENCY IS 122.075
THANK YOU STRASBOURG. LEAVING ** SEE SUNNY ISSUE #6, CLEARANCE TO ENTER
FREQUENCY EU-EASA. CONTROLLED AIRSPACE
THE REST OF THE FLIGHT IS ACCORDING TO DON’T HESITATE TO CONTACT THE FIS FOR INFORMATION AND ADVICE EN
PLAN. PIERRE IS REASONABLY PROUD OF HIS ROUTE. REMEMBER THAT HOWEVER IT IS THE ROLE OF THE ATC TO GRANT You can find links to
LANDING AT ÉPINAL. ACCESS TO CONTROLLED AIRSPACE
-Airspace infringement references
in the “related content” section



AT AN AERODROME METEOROLOGICAL OFFICE, A METEOROLOGIST IS A LITTLE LATER, TWO PILOTS…
PREPARING TAFS (AERODROME FORECASTS)
TAF EGHI 220800Z 2209/2218 20005KT 9999 SCT012 BKN030=

THE SOUTHAMPTON TAF GIVES SCT012 AND BKN030.
THE CLOUD IS NOT GREAT, BUT IT’S OK FOR ME WHAT ARE YOUR PERSONAL MINIMA?
FOR THE AERODROME, THE MOST LIKELY CLOUD BETWEEN 0900 UTC AND
1800 UTC WILL BE SCT*AT 1 200 FT, AND BKN* AT 3 000 FT’ >2 000 FT CEILING, > 10 KM
VISIBILITY, < 10 KT CROSSWIND
HAVE YOU THOUGHT ABOUT HOW THE CLOUD OR
* FEW=1-2 OKTAS (EIGHTHS), SCT=3-4 OKTAS, BKN=5-7 OKTAS, OVC=8 OKTAS WIND SPEED MIGHT CHANGE? THERE ARE RULES
I’VE NEVER REALLY BEEN SURE ABOUT HOW
FOR INDICATING CHANGES IN TAFS
THEY WORK
WELL, THERE ARE SOME KEY POINTS. TAFS ARE PRIMARILY FOR IFR FLIGHTS, AND THEY FORECAST THE MOST LIKELY ALSO, TAFS ONLY INCLUDE CHANGES IF THE PROBABILITY OF
CONDITIONS. ANY CHANGES OR AMENDMENTS ARE BASED ON THRESHOLDS FOR WIND, VISIBILITY, CLOUDS AND THE CHANGES IS 30 % OR MORE
WEATHER. CHECK YOUR AIP. OR ASK THE MET SERVICE PROVIDER FOR DETAILS
…SO IF THE PROBABILITY OF THE CLOUD BASE BECOMING

BKN014 OR LOWER WERE LESS THAN 30 %, THERE WOULD
FOR EXAMPLE, SEE THIS ROW ABOUT THE CLOUD BASE, FROM THE TAF AMENDMENT THRESHOLDS TABLE BE NO CHANGE TO THE TAF?
SO THE CLOUD BASE FORECAST MAY HAVE THAT’S RIGHT. IT WOULD BRING YOU BELOW YOUR MINIMUM. CORRECT, 30 % IS A PROBABILITY. SO THINK OF 30 % AS
DESCENDED FROM 3 000 FT TO 1 500 FT, IT’S A GOOD IDEA TO HAVE A QUICK REFERENCE GUIDE CLOSE TO MEANING THAT ON 3 OUT OF 10 OCCASIONS, THE CHANGE
WITHOUT THE TAF BEING AMENDED HAND – CONSULT THE AIP AND TABULATE THE TAF CHANGE WILL OCCUR
CRITERIA**
READ THE TAF IN COMBINATION WITH THE AREA FORECASTS FOR

LOW-LEVEL FLIGHTS AND THE METAR. IF THEY SUGGEST WORSE
** *SEE LINKS TO TAF AMENDMENT THRESHOLDS IN THE RELATED CONTENTS SECTION WEATHER CONDITIONS THAN THE TAF, YOU CAN ALWAYS CONTACT
THE METEOROLOGIST
HOW SHOULD I PLAN FOR BE AWARE OF THEM, AND ANTICIPATE POSSIBLE CHANGES. KEEP A MARGIN ON
UNCERTAINTIES IN THE WEATHER YOUR PERSONAL MINIMA, AND PREPARE A PLAN B IN CASE THINGS GET TIGHT
FORECAST? EN-ROUTE. BE STRICT AND READY TO CANCEL OR REPROGRAM BEFORE
You can find links to
COMPROMISING YOUR MINIMA.
-Weather references
-Regulations


REMEMBER THE SERA REGULATION FOR VISUAL METEOROLOGICAL CONDITIONS AND THE COUNTRY-SPECIFIC VMC IN THE www.easa.europa.eu/community/ga
AIPS.

IT’S A BEAUTIFUL DAY FOR FLYING. SUNNY AND VLADO ARE PRACTICING NAVIGATION, ON THEIR MEANWHILE, AHEAD AND 1 000 FT BELOW THEIR POSITION, ANOTHER INSTRUCTOR IS ON A
WAY TO A SMALL AIRFIELD CLOSE TO THEIR HOME BASE. THE TRAINING IS GOING SMOOTHLY TRAINING FLIGHT WITH A STUDENT IN THEIR HELICOPTER. AS IT’S BELOW THE HORIZON,
THE HELICOPTER IS VERY HARD TO SEE.
AS SUNNY AND VLADO ARE APPROACHING THEIR DESTINATION, SUNNY DECIDES TO START THE ¡CONSPICUITY DEVICE IS WARNING OF TRAFFIC AT 12 O’CLOCK, 1 NM
BEEP, BEEP! AWAY AND 600 FT BELOW
THE DESCENT. THEIR COURSE IS SLOWLY CONVERGING WITH THE HELICOPTER’S, BUT
THEY’RE STILL NOT AWARE OF IT BEING IN FRONT OF THEM AND BELOW THEM!
WOW! THERE’S TRAFFIC IN THIS AREA BUT I HADN’T SEEN
ANYTHING!
THIS WARNING MEANS: FOCUS OUTSIDE! THE AIRCRAFT MIGHT LUCKILY, THE HELICOPTER ‘S ¡CONSPICUITY EQUIPMENT WAS
BE IN OUR BLIND SPOT, SO LET’S CHANGE THE ATTITUDE MAKE A GENTLE AVOIDANCE MANOEUVRE! ACTIVE AND SIGNALLED ITS POSITION. ALTHOUGH THE
HELICOPTER COULDN’T DECODE THE AEROPLANE’S SIGNAL, IT
PITCHING DOWN AND TURNING RIGHT… THERE IT WAS ENOUGH HELP FOR SUNNY AND VLADO TO AVOID A
IS, AT 12 O’CLOCK. IT WAS HIDDEN BY THE NOSE NEAR-MISS OR MID-AIR COLLISION. THE HELICOPTER CREW
CONTINUED THEIR TRAINING EXERCISE, UNAWARE OF THE
RISK AVOIDED.
BACK IN THE FLYING CLUB… BEING EQUIPPED WITH AN ¡CONSPICUITY DEVICE, AND
You can find links to:
ACTIVATING IT, CAN AVOID A MID-AIR COLLISION.
SOME MANUFACTURERS MAY GO THE EXTRA MILE TO ENSURE BROADER COMPATIBILITY BY BEING ABLE -iConspicuity devices
TO READ DIFFERENT STANDARDS. AWARENESS OF OTHER TRAFFIC MAKES A TIMELY AVOIDANCE
MANOEUVRE POSSIBLE. -SERA regulation and CS-STAN rules
-Sunny #5 “Turn it on”


MAKE YOURSELF ¡CONSPICUOUS!

THERE’S A BIG MEETING TODAY AT THE FLYING CLUB. THE AGENDA TODAY IS FLIGHT SAFETY IN THE WELCOME TO THE THIRD MEETING WITH THE LOCAL RESIDENTS’
AERODROME TRAFFIC CIRCUIT ASSOCIATION. I HOPE YOU FIND, LIKE ME, THAT THESE REGULAR
MEETINGS HAVE GREATLY IMPROVED RELATIONS BETWEEN THE FLYING
CLUB AND THE LOCAL COMMUNITY.
RESIDENTS ASSOCIATION
AND FLIGHT CLUB
MEETING
BLA BLA
BLA
CHATTER
CHATTER
FOR CAT, THE DECISION THRESHOLD IS 1 000 FT IN IMC. FOR VFR (GA), 500 FT SHOULD BE IDEAL, WHICH
MOST ACCIDENTS HAPPEN DURING THE APPROACH FOR LANDING.
MEANS AT 1.5 NM OR 2.8 KM FROM THE RUNWAY THRESHOLD. THE APPROACH WOULD BE SAFER, FOR THE
AIRCRAFT OCCUPANTS, AND FOR PEOPLE ON THE GROUND.
DECISION POINT FOR AN STABILIZED APPROACH:

 NO TURN ,
 AIRCRAFT IN LANDING CONFIGURATION,
 AIRSPEED STABILISED AT VREF
500 ft
POSITIONS AND NUMBER OF STALL/SPIN-RELATED ACCIDENTS WITHIN THE 2.8 km

AERODROME TRAFFIC CIRCUIT
THIS HAS BEEN UNDERSTOOD FOR A LONG TIME BY CAT (COMMERCIAL AIR
TRANSPORT), WITH THE INTRODUCTION OF STABILIZED APPROACHES*.
*A STABILIZED APPROACH IS ONE IN WHICH THE PILOT ESTABLISHES AND MAINTAINS A

CONSTANT ANGLE GLIDE- PATH TOWARDS A PREDETERMINED POINT ON THE LANDING
RUNWAY
SEPARATION BETWEEN TRAFFIC IN THE PATTERN IS ALSO ESSENTIAL. THE PREFERRED OPTION IS TO ALLOW AN EXTENSION OF THE DOWNWIND LEG TO ENSURE
FORCING AIRCRAFT FLYING AT DIFFERENT SPEEDS TO FOLLOW A TRACK WILL SUFFICIENT SEPARATION FOR A STABILISED APPROACH.
LEAD TO SEPARATION ISSUES AND AN INCREASE IN WORKLOAD FOR THE THE IMPACT OF THE PROPOSED CHANGES ON RESIDENTS SHOULD BE NEGLIGIBLE, AS POWER
PILOT. THAT COULD EVEN LEAD TO A LATE DECISION TO GO AROUND. SETTINGS ARE MINIMUM AND PILOTS WILL AVOID ABRUPT POWER VARIATIONS.
POSSIBILITY OF DOWNWIND
EXTENSION
DURING THE DISCUSSION, IT IS PROPOSED TO FLY THE DOWNWIND LEG HIGHER, TO REDUCE THE NOISE
IMPACT ON THE GROUND.
THE MEETING IS FINISHED.

-Stabilized approaches
-Spin resistant research report
-Sunny #4 “Crosswind final turn”

SUBJECT TO THE AGREEMENT BY THE LOCAL AUTHORITY, IT WAS DECIDED TO TRY OUT THE NEW CIRCUIT PATTERN NEXT Join the GA Community!
SUMMER FOR 2 MONTHS, AND TO MEET AGAIN IN ORDER TO COLLECT FEEDBACK FROM THE RESIDENTS AND THE PILOTS.
SUNNY ALSO CONFIRMED THAT THE CLUB HAS DECIDED TO INVEST IN SILENCERS FOR ALL THE FLEET USED BY THE CLUB. IN
THE COMING YEARS, THEY WILL LOOK INTO THE ELECTRIC AIRCRAFT THAT WILL BE COMING ONTO THE MARKET.

Precautions when describing the good practices that we should
observe when we operate our aircraft.
returning to flight We should all question our skills

and capabilities after this long
I am happy to see that we have restarted flying all interruption. Consider making a
over Europe. After a long winter and the suspension flight with an instructor.
of flying due to COVID-19, there are several things
we can do to help stay safe as we return to the skies. When you do fly, try to take your first flight in good
conditions. Bad weather and congested traffic at the
Ensure the airworthiness of your aircraft by taking airfield should be avoided, at least for the first few
the time to perform a detailed pre-flight check and flights after the interruption. I recommend that you
review the airworthiness documents of your aircraft take some time to play the excellent presentation
before flying. prepared by our friends at GASCo, which EASA has
published on the GA community website.
Check the weather carefully, plan your flight and
check for any local limitations. The situation is not You can find links to:
the same for all countries in Europe. Also make sure -GA operations during COVID
that you check the validity of your ratings and -GASCo return to flying presentation
medical certificates, considering the exemptions
published in most countries. In the “related content" section
GA aircraft are now subject to sanitary measures to Happy landings!

protect pilots and passengers. Together with the GA Sunny
Community, EASA has just published a leaflet
SUNNY, THE FLIGHT INSTRUCTOR, IS PREPARING A TRAINING SESSION WITH A STUDENT. HE WILL NOW, LET’S REVIEW THE STALL RECOVERY PROCEDURES
PRACTICE SLOW FLIGHT AND STALL RECOVERY.
THERE IS A PROCEDURE IN CASE OF INADVERTENTLY ENTERING INTO A SPIN

IT’S IMPORTANT TO START WITH A DETAILED REVIEW OF THE AIRCRAFT AFM.
IS IT SUBJECT TO ANY LIMITATIONS RELATED TO STALLS?
INTENTIONAL SPINS ARE FORBIDDEN
WE NEED TO PERFORM THE EXERCISE AT AN ALTITUDE HIGH ENOUGH TO ALLOW A SAFE SUNNY AND JAKUB ARE NOW FLYING
RECOVERY OF THE STALL, BUT ALSO, OF A POSSIBLE UNINTENDED SPIN.
WE WILL HAVE A DROP IN ALTITUDE DURING THE EXERCISE. LET’S ASK FOR ATC
3000 FT AGL IS PROBABLY SAFE ENOUGH TO PERFORM SLOW FLIGHT AND STALLS, BUT
CLEARANCE
NOT ENOUGH IF BY MISTAKE, THE AIRCRAFT ENTERS INTO A SPIN
PARDUBICE TOWER, EU-EASA
WOULD 4000 FT BE ENOUGH? YES, IT SHOULD BE ROBIN DR400, VFR, 5 MILES
NORTH EAST OF THE AIRFIELD,
2 000 FT. REQUEST CLEARANCE
TO PERFORM AIRWORK BETWEEN
3 000 AND 4 500 FT, AT 5 NM NE
OF THE AIRFIELD
EU-EASA. CLEARED TO
PERFORM AIRWORK
REMEMBER, NEVER START A STALL TRAINING SESSION WITHOUT GOING THROUGH THE FULL
3…2…1…AND THERE IS THE STALL!
“APOS” SAFETY CHECKS: ALTITUDE, POSITION, ORIENTATION, SKY CLEAR
KEEP THE BALL CENTERED. PITCH UP… PITCH UP… UNTIL YOU HEAR
THE HORN
TUIII
TUIII TUIII
THE STUDENT RECOVERS FROM POWERED AND UNPOWERED STALLS IN DIFFERENT

THE HORN STALL WARNING IS ADJUSTED TO START 5 TO 10 KT BEFORE THE STALL CONFIGURATIONS. HE DOESN’T GET INTO ANY UNINTENDED SPINS.
THAT WAS FUN! WILL WE ALSO FLY SPINS? YES, WE CAN HAVE A DEDICATED FLIGHT, WITH AN AIRCRAFT APPROVED You can find links to
FOR INTENTIONAL SPINS, LIKE THAT CAP 10
-Stall and spin awareness


DON’T MISS SUNNY’S NEXT TWO EPISODES! THEY WILL DEAL WITH WEIGHT AND BALANCE, AND SPIN RECOVERY

IN EPISODE 25, JAKUB WAS KEEN TO PRACTISE SPINS. HE AND FIND THE EMPTY MASS OF YOUR PARTICULAR AIRCRAFT. THEY ARE ALL DIFFERENT. ENSURE THE DATA IS UP TO DATE BY
SUNNY ARE PREPARING A TRAINING FLIGHT FOR HIS AEROBATIC LOOKING FOR THE MOST RECENT WEIGHT REPORT.
RATING. THEY WILL FLY A CAP10, WHICH IS APPROVED FOR SPINS.
START FROM THE EMPTY MASS AND ADD THE WEIGHT OF THE PILOTS, FUEL, AND LUGGAGE MASS…
THE PURPOSE OF THE FLIGHT WILL BE TO EXPLORE INTENDED SPINS.

FOR SPIN RECOVERY, IT’S CRITICAL TO ENSURE THAT THE PLANE IS
WITHIN THE MASS AND BALANCE ENVELOPE IT WAS DESIGNED FOR.
LET’S DO THE M&B CALCS ACCORDING TO SECTION 6 OF THE AFM.
PERFORM THE CALCULATION FOR THE BEGINNING AND THE END OF THE FLIGHT. BE AWARE THAT WE ARE USING THE
FRONT FUEL TANK, WHICH IS LOCATED FORWARD OF THE CG. CONSUMING THE FUEL WILL GRADUALLY MOVE THE CG
BACKWARDS.
THESE ARE THE 2 TYPE OF LIMITS TO WATCH:

- THE MAX TAKE-OFF WEIGHT, AND
- CG LIMITS
WE AREN’T SUPER-HEAVY, BUT WE CAN ONLY USE THE FRONT

FUEL TANK, AND WE CAN TAKE NO LUGGAGE WHEN WE FLY IN
THE AEROBATIC CATEGORY.
THE AIRCRAFT HAS BEEN CERTIFIED TO RECOVER FROM A 6-TURN SPIN IN LESS THAN ONE AND A HALF TURNS. THIS IS ONLY MASS AND CG CAN BE CALCULATED WITH MANY APPLICATIONS.
IF THE MASS AND CG ARE WITHIN THE EXISTING ENVELOPE.
FOR SPINS, A CG AFT OF THE CERTIFIED LIMITS HOWEVER THE DATA SHOULD COME FROM THE SPECIFIC
IMPROPER LOADING DECREASES THE EFFICIENCY AND PERFORMANCE OF
MEANS LESS RUDDER AND ELEVATOR AUTHORITY, AIRCRAFT AFM AND SHOULD HAVE BEEN PROPERLY VALIDATED.
THE AIRCRAFT. ABNORMAL STRESSES OR CHANGED FLYING
CHARACTERISTICS MAY HAVE CATASTROPHIC RESULTS. LOWER STABILITIES, AND POSSIBLY A FLAT,
UNRECOVERABLE SPIN.
FLYING OUTSIDE THE APPROVED ENVELOPE IS EXTREMELY DANGEROUS!
THE FLIGHT PREPARATION HAS BEEN COMPLETED, INCLUDING THE MASS AND BALANCE CHECK.
JAKUB AND SUNNY ARE NOW READY FOR TAKE-OFF. You can find links to
- Mass and Balance references



WE WILL FOLLOW THEIR FLIGHT IN THE NEXT EPISODE “SPIN RECOVERY”

JAKUB IS GOING TO HAVE AN AEROBATICS LESSON. HE WILL PRACTISE SPIN RECOVERY WITH SUNNY. THE PURPOSE OF THE FLIGHT IS TO THEY CHECK THAT THE WEATHER CONDITIONS
FAMILIARISE JAKUB WITH EXTREME ATTITUDES AND PRACTISE THE RECOVERY MANOEUVRE. THEY START WITH THE LEAST DIFFICULT: AN ARE SUITABLE: CLEAR SKY, NO CLOUDS BELOW,
UPRIGHT, NON-FLAT SPIN. HORIZON WELL VISIBLE, AND OFF THEY GO.
THEY HAVE CHECKED THE AFM LIMITATIONS, INCLUDING W&B (SEE #26). LET’S FOLLOW THEIR REVIEW OF THE SPIN PROCEDURES.
FOR THIS AIRCRAFT, THE ALTITUDE LOSS IS ABOUT 500 FT PER TURN, PLUS THE RECOVERY. WITH 3 000 FT TO BEGIN AN EMERGENCY
EVACUATION, HOW HIGH SHOULD WE START?
FOR 2 TURNS AND 1.5 TO STOP,
PLUS 1 000 FT FOR RECOVERY, JAKUB REPEATS THE SPIN RECOVERY PROCEDURE THAT HE HAS LEARNT BY HEART ONE LAST
5 750 FT SHOULD BE ENOUGH TIME, BEFORE WALKING TO THE AIRCRAFT
LET’S RECALL THE RECOVERY ACTIONS
ENGINE AT IDLE, RUDDER FULLY OPPOSITE TO THE ROTATION, …
WE ARE AWAY FROM POPULATED AREAS. NOW LET’S DO THE SPIN! WOW! YOU FOLLOWED THE PROCEDURE
WHAT A RUSH OF ADRENALINE VERY WELL.
POWER TO IDLE. PULL UP WAIT FOR A FULL STALL… AND

THEN APPLY FULL RUDDER
LET’S WAIT FOR THE TURNING

TO STABILISE… WE LOST 2 300 FT
…NOW WE HAVE A DEVELOPED SPIN
YES, BUT THERE ARE MANY THINGS THAT CAN GO WRONG DURING THE ENTRY
AND RECOVERY, SO THE HEIGHT LOSS CAN BE MUCH MORE. YOU DON’T WANT
TO FIND YOURSELF PULLING UP FRANTICALLY FROM THE APPROACHING
GROUND
ALWAYS START WITH A SUFFICIENT ALTITUDE MARGIN
TODAY WE HAVE EXPLORED SPIN RECOVERY. OUTSIDE AEROBATIC FLIGHT,

AND ESPECIALLY AT LOW ALTITUDE, THE BEST PROTECTION IS TO PREVENT A
SPIN.
DURING LOW SPEED TURNS, AS WHEN TURNING TO BASE OR FINAL,

MAINTAIN A MARGIN ABOVE THE STALL SPEED, AND KEEP THE BALL
CENTRED. REMEMBER, THE STALL SPEED INCREASES WITH INCREASING
ANGLE OF BANK AND LOAD FACTOR
NOW APPLY THE RECOVERY PROCEDURE SEE ALSO SUNNY SWIFT ISSUE 25 “SLOW FLIGHT AND STALLING” AND
DECISIVELY ISSUE 4 “CROSSWIND FINAL TURN”
-Spin recovery references

ONCE THE ROTATION HAS STOPPED AND WE
ARE OUT OF THE STALL, GENTLY PULL UP



MARIO HAS JUST BOUGHT A SECOND-HAND VULCANAIR V1.0. HE’S DECIDING ON HIS MAINTENANCE OPTIONS.
I ‘VE LEARNT THAT PART-M LIGHT GIVES THE OWNER THE POSSIBILITY TO DECLARE THEIR AIRCRAFT
MAINTENANCE PROGRAMME (AMP).
THE COST SAVING IS VERY APPEALING, BUT I DON’T REALLY HAVE ANY EXPERIENCE WITH AIRCRAFT
MAINTENANCE.
— OR IF YOU ARE UNSURE, IT WOULD BE WISER TO CONTRACT A CAMO OR CAO**, WHICH

WITH PART-ML, YOU ESSENTIALLY HAVE TWO OPTIONS*:
WILL TAKE CARE OF THE AIRWORTHINESS OF YOUR AIRCRAFT, INCLUDING THE APPROVAL
— IF YOU HAVE THE COMPETENCY, YOU CAN DECLARE IT. IT IS NOT A BLANK CHEQUE: SOME
OF THE AMP.
ELEMENTS ARE COMPULSORY EITHER WAY.
ALSO, YOU ARE TAKING RESPONSIBILITY FOR YOURSELF AND YOUR PASSENGERS, AND YOU ARE
I’M NOT COMFORTABLE WITH DECIDING WHETHER AN INSPECTION INTERVAL
LEGALLY LIABLE.
FOR CERTAIN EQUIPMENT OR STRUCTURE IS ADEQUATE OR NOT.
* SEE ML.A.302 ** SEE APPENDIX I OF PART-ML
I CAN PUT YOU IN TOUCH WITH SEVERAL RECOGNISED AND EXPERIENCED CAOs/CAMOs. IT MAY BE WORTH
USING ONE OF THEM, SINCE THEY WILL ASSUME THIS RESPONSIBILITY FOR YOU, AND WILL FOCUS ON THE You can find links to:
MAINTENANCE THAT PROVIDES YOU SAFETY, AND IT MAY EVEN BE MORE EFFICIENT IN THE LONG TERM.
-Part-ML and AMC
-SIB: Maintenance programme under Part-ML
-Good maintenance practices
-GA Maintenance-related accidents



THE SKY IS CLEAR AND THE SUN IS SHINING. SUNNY AND MICHEL ARE NAVIGATING MICHEL IS CONCENTRATING ON READING THE MAPS AND CHANGING THE RADIO FREQUENCY. HE
ACROSS COMPLEX AIRSPACE. DOESN’T REALISE THAT HE’S BEEN HEAD DOWN FOR SEVERAL MINUTES
LOOK, THERE’S AN AIRCRAFT OVER THERE!

THE FREQUENCY IS … 119.655…OK
LATER, WE’LL CROSS CONTROLLED AIRSPACE IT’S NOT APPARENTLY MOVING, AND GETTING LARGER, SO
WE’RE ON A COLLISION COURSE!
I TAKE CONTROL!
WHEN CHECKING THE INSTRUMENTS, DON’T FORGET TO REGULARLY SCAN
OUTSIDE FOR OTHER TRAFFIC
WITH THE SUN, I CAN’T SEE SO WELL OUTSIDE THE COCKPIT
BEFORE THE OTHER AIRCRAFT COMES ANY CLOSER, SUNNY MAKES AN AVOIDANCE MANOEUVRE.
BACK AT THE AIRFIELD… WHEN LOOKING OUTSIDE, DO YOU SCAN THE SURROUNDINGS
SYSTEMATICALLY?
IT’S VITAL TO SEARCH ACTIVELY AND FREQUENTLY FOR OTHER TRAFFIC.
YES. I WAS TAUGHT TO USE SHORT, REGULARLY SPACED EYE
I KNOW I HAVE TO SEE AND AVOID, BUT IT’S HARD TO KEEP THAT IN MIND WHILE I’M BUSY
MOVEMENTS THAT BRING DIFFERENT AREAS OF THE SKY
COORDINATING ALL THE ACTIONS
INTO THE CENTRE OF VISION
YES, SOME OF THE TYPICAL DISTRACTIONS AND INTERRUPTIONS ARE ATC
COMMUNICATIONS, HEAD DOWN WORK, OR AN UNEXPECTED SITUATION
THE 80–20 PRINCIPLE IS USEFUL: 80 % OF THE TIME WATCHING OUTSIDE THE COCKPIT,
AND 20 % INSIDE. THE TENDENCY IS TO DO THE REVERSE
I WAS TIRED,TOO
TIREDNESS, BOREDOM, ILLNESS, MEDICATION, ANXIETY OR PREOCCUPATION DECREASE THE
EFFECTIVENESS OF VISUAL SCANNING
- The SERA regulation on General Vigilance
- Collision Avoidance precautions
- Managing distractions


BE PREPARED, BE AWARE OF YOUR LIMITATIONS, AND ACT SENSIBLY ON THEM.

BOUDEWIJN ISN’T A TYPICAL EUROPEAN GA PILOT. HE MOSTLY FLIES IFR. THE WEATHER I KNOW THAT IN TMZ, I NEED TO OPERATE TRANSPONDERS WITH ALTITUDE.
LOOKS BEAUTIFUL TODAY, SO HE HAS DECIDED TO PRACTISE HIS VFR NAVIGATION SKILLS. BUT ARE THERE ADDITIONAL REQUIREMENTS?
PLANNING AND FLYING VFR IN BUSY AIRSPACE CAN BE CHALLENGING, DESPITE THIS TMZ IN GERMANY REQUIRES OPERATION OF A SPECIFIC TRANSPONDER CODE, TO
THE GOOD WEATHER. INDICATE TO AIR TRAFFIC SERVICE (ATS) THAT THE CREW IS MONITORING THE
PRESCRIBED FREQUENCY.
WHICH AIRSPACE WILL YOU CROSS?

YOU MAY NOT NOTICE THIS WHEN FLYING IFR, BECAUSE YOU HAVE CONTINUOUS
CONTACT WITH ATS, AND YOU TRANSMIT A FLIGHT-SPECIFIC TRANSPONDER CODE.
THE PLANNED TRAJECTORY AVOIDS BUSY CONTROLLED AIRSPACE, BUT
BUT WHEN FLYING VFR, IT IS UP TO THE PILOT ONLY TO DETECT THE TMZ AND
IT CROSSES A FEW TRANSPONDER MANDATORY ZONES (TMZs) *
COMPLY WITH ITS RULES **
*SEE SERA.6005 (B) ** SEE ALSO SUNNY SWIFT: “TURN IT ON”
I USUALLY RELY ON GNSS AND CERTIFIED AVIONICS TO HELP ME NAVIGATE. NO WORRIES, YOU CAN SOLVE IT BY GOOD FLIGHT PREPARATION*** BASED ON
INFORMATION FROM AIPS AND OTHER VERIFIED SOURCES SUCH AS NOTAMS, AIP SUP OR
AIC.
THAT MAY NOT BE ENOUGH TODAY. DID YOU KNOW THE TMZS MIGHT NOT
BE IN THE DATABASES? CERTIFIED NAVIGATION IS PRIMARILY DESIGNED I ALSO RECOMMEND USING A NAVIGATION APP OR ELECTRONIC CHARTS DURING THE FLIGHT.
TO HELP MANAGE THE FLIGHT PATH. THEY WILL HELP YOU TO MANAGE THE WORKLOAD AND TO ACCESS THE NECESSARY
INFORMATION WHEN NEEDED.
THE AIRSPACE, IF PROVIDED, IS ONLY AN ADD-ON LAYER OF INFORMATION,
NOT SUBJECT TO CERTIFICATION.
REALLY? I WASN’T AWARE OF THAT.
*** SEE ALSO: SUNNY SWIFT: AIRSPACE COMPLEXITY - PARTS 1 AND 2

SKYCLIP - AIRSPACE INFRINGEMENT AND AERONAUTICAL INFORMATION
- The SERA regulation

- Sunny Swift “Turn it ON”, Issue 5
- Sunny Swift “Airspace Complexity - Parts 1 & 2”, Issue 19
Please send your comments and ideas to: & 20
generalaviation@easa.europa.eu - SKYclip - Airspace Infringement and Aeronautical
Information
www.easa.europa.eu/community/ga in the “Related Content” section

“ Conscientious rigging ”
IT’S A NICE WEEKEND AND THE SKY IS FULL OF CUMULUS CLOUDS. THEY ARE RIGGING THE TWO-SEAT GLIDER THEY WILL FLY LATER IN THE AFTERNOON.
WHEN SUNNY IS ABOUT TO ATTACH THE ELEVATOR….

HI JULIA! WILL YOU TAKE ME FOR A GLIDER FLIGHT?
HI SUNNY! WE HAVE PLENTY OF THERMALS TO YEAH, HI?

CATCH TODAY
I CAN’T WAIT TO GET GLIDING!
SUNNY, DON’T GET DISTRACTED WHEN DOING A SAFETY CRITICAL TASK
IT’S EASY TO FORGET AN IMPORTANT STEP, LIKE SECURING THE CONTROLS.

THAT CAN HAVE A SERIOUS CONSEQUENCE!
OH, THANKS JULIA! ONE CAN EASILY GET DISTRACTED. IN FACT, THIS ADVICE APPLIES TO THE
PRE-FLIGHT CHECK ON ANY AIRCRAFT
THE GLIDER IS NOW COMPLETELLY RIGGED, QUEUING FOR THE LAUNCH

PLEASE HOLD THE AILERON FULLY DEFLECTED SO THAT I CAN GENTLY APPLY THE PRESSURE TO THE
CONTROL
WE STILL NEED TO DO THE FINAL STEP BEFORE THE TAKE-OFF –

THE POSITIVE CONTROLS CHECK
IT IS CRUCIAL TO VERIFY PROPER CONNECTION OF ALL

CONTROLS, TO BE SURE THAT THE GLIDER IS READY TO FLY.
…AND NOW WE NEED TO DO THE SAME FOR ALL CONTROLS INCLUDING THE AIRBRAKES
- Sailplane SIBs and AD
-Sailplane accident investigations
-Guidance for a conscientious rigging

in the “Related Content” section
Please send your comments and ideas to:

SUNNY AND JUILA ARE NOW CONFIDENT THAT THEIR GLIDER IS ASSEMBLED PROPERLY. Join the GA Community!
THEY CAN ENJOY THE GOOD WEATHER AND HAVE A NICE CROSS-COUNTRY FLIGHT IN THE AFTERNOON.

PHILIPPE, SUNNY’S FRIEND, IS AN EXPERIENCED BALLOON PILOT. IT WAS A FLIGHT WITH 8 PASSENGERS. I WAS A BIT CONCERNED ABOUT THE WEATHER. THERE WERE GUSTS OF UP
TO 15 KT IN THE AREA, AND STORMS IN THE FORECAST. BUT WE HAD ALREADY POSTPONED THIS FLIGHT TWICE.
ALINE, HIS DAUGHTER, IS GETTING HER LICENCE. TODAY THEY ARE
WATCHING BALLOONS FLY.
WHERE ARE THE STORMS? 40 KM TO THE SOUTH-EAST. WITH TODAY’S NORTH-EAST WIND, IT WOULD BE
WOW, ARE THEY MAGNIFICENT!
VERY BAD LUCK TO GO TOWARDS THEM. OR WHAT DO YOU THINK?
DANG, WE’D BE FLYING NOW IF IT WERE NOT FOR MY ARM.

IF YOU TAKE OFF NOW, YOU SHOULD YES, THEN LET’S GET GOING!
HOW DID THE ACCIDENT HAPPEN, PHILIPPE? LAND BEFORE THE STORMS FORM.
I WAS RELUCTANT TO CANCEL THE FLIGHT — AND I HAVE TO SAY, CONFIDENT ABOUT MY SKILLS…
WE TOOK OFF. AT THE BEGINNING, THE PASSENGERS ENJOYED A LOW FLIGHT OVER THE COUNTRYSIDE. HOWEVER, GUSTS STARTED HITTING US VERY HARD, EVEN DEFORMING THE
WHEN WE WERE CROSSING THE RIVER DOUBS, THE WIND DIRECTION CHANGED, PUSHING US TOWARDS THE EAST. ENVELOPE. I TRIED TO REASSURE THE PASSENGERS, ALTHOUGH I
WAS QUITE WORRIED MYSELF. I REALISED WE WERE GOING
STRAIGHT INTO THE STORM. BEFORE THINGS GOT WORSE, AND
DESPITE THE VERY STRONG WIND, I DECIDED TO LAND.
WHOOSH
WHOOSH
THE LANDING WAS VERY HARD. IT HAD TO BE! AT THE SECOND REBOUND, I FELT MY ARM SNAP WITH GREAT PAIN. WE
WERE DRAGGED FOR SOME 100 M AND STOPPED JUST BEFORE A FOREST.
A PASSENGER SPRAINED HER ANKLE. SURELY THAT’S NOT WHAT THEY IMAGINED WHEN THEY BOOKED THE FLIGHT.
OH!
THE RIGHT DECISION WOULD HAVE BEEN TO POSTPONE THE FLIGHT, EVEN IF IT HAD BEEN INCONVENIENT FOR THE
PASSENGERS, THE CREW OR WHOMEVER. I HAD TO LEARN IT THE HARD WAY. AS FOR THUNDERSTORMS, EVEN IF THEY ARE You can find links to:
FAR AWAY, THEY SUCK AIR FROM A LARGE AREA AROUND THEM.
I HAVE BEEN TAUGHT TO KEEP CLEAR OF THUNDERSTORMS WITH A RADIUS OF 80 KM. — Weather references, and
IN SUMMER, THEY CAN DEVELOP VERY QUICKLY...
— Balloon references
in the ‘Related Content’ section

THERE IS A SAYING IN BALLOONING: IT’S BETTER TO BE ON THE GROUND AND WISHING TO BE FLYING, THAN TO BE UP
IN THE BASKET AND LONGING TO GET BACK IN THE ARMS OF MOTHER EARTH! Join the GA Community!
WE HOPE TO SEE YOU IN CHAMBLEY AT GEMAB THIS YEAR! www.easa.europa.eu/community/ga

CARMEN AND RICCARDO HAVE FLOWN FROM SARDINIA AND SPEND A DAY OUT IN CORSICA. THEY ARE ENJOYING THE TRIP TO THE AIRFIELD TAKES LONGER THAN EXPECTED.
THE LAST MOMENTS BEFORE RETURNING.
LOOK, IT’S GETTING DARK. WHY DON’T YOU LEAVE TOMORROW?
WHAT A WONDERFUL SUNSET! HEY GUYS, SHOULDN’T YOU BE AT THE AIRFIELD? IT’S GETTING LATE.
BUT WE HAVE THE HOTEL IN RENA MAJORE
AND I HAVE TO PUT A TICKET ON THE CAR.
HI SUNNY! WHAT TIME IS IT?
IT’S 7 O’CLOCK ALREADY…
SHOOT — LET’S GO!
IT WILL DEFINITELY BE NIGHT BEFORE YOU BUT I DID MY NIGHT VFR TRAINING 4 YEARS AGO. SHORTLY AFTER TAKE-OFF, HIGH CLOUDS OBSCURE THE MOON.
ARRIVE AT OLBIA.
MAYBE MY SIGHT ISN’T THAT GOOD BUT I CAN’T SEE ANYTHING!
IT CAN BE TRICKY. HOW LONG IS THE FLIGHT, 20 MINUTES?
IT’S TOTALLY BLACK…!
ALSO, THERE ARE CLOUDS COMING. I THINK WE CAN MAKE IT.
MIRACULOUSLY, THE CLOUDS OPEN AND THE MOON SHINES OVER THE SEA. THEY REALISE THEY WERE NOW I CAN SEE THE COAST CLEARLY. LET’S GO BACK TO FIGARI*.
HEADING TOWARDS THE WATER! THE AIRPORT IS JUST BEHIND THAT MOUNTAIN.
SHOOT — PULL UP! OH! WE ALMOST CRASHED!
*FIGARI: SOUTH CORSICA AIRPORT
THE VISIBILITY WOULD HAVE BEEN OK DURING THE DAY, BUT AT NIGHT YOU NEED TO BE ABLE TO SEE THE HORIZON
ALL THE TIME. OVER LAND, GROUND LIGHTS HAVE TO BE VISIBLE. You can find links to:
OVER THE SEA, DON’T TAKE OFF WITHOUT A CLEAR SKY AND MOONLIGHT.
DURING THE TIME I HAD NO VISUAL REFERENCE, I FELT VERTIGO AND WAS BLOCKED. — Night VFR references,
NEVER AGAIN FLYING NIGHT VFR WITHOUT A CLEAR HORIZON VIEW! — Night VFR accidents, and
— Weather forecast references
in the ‘RELATED CONTENT’ section



‘Operations manual for parachute clubs’
THE AERO CLUB IS PLANNING TO BUY A NEW AIRCRAFT MODEL. PILOTS AND PARACHUTISTS ARE COMPARING THE CHARACTERISTICS AND DISCUSSING ABOUT THE IMPORTANT ONES FOR PARACHUTE
OPERATIONS.
SEE? THE AFM DOESN’T ALWAYS SPECIFY THE JUMP SPEED. AS A PILOT, TO HAVE A SUFFICIENT
MARGIN FROM STALL, I RECOMMEND A MINIMUM JUMP SPEED OF 1.3 VS (STALL SPEED). BUT THAT SPEED MIGHT BE TOO HIGH FOR THE SKYDIVER, HAVING DIFFICULTY HOLDING ON
OUTSIDE, AND WITH THE RISK TO HIT THE AIRFRAME.
HMM, I SEE. IT IS IMPORTANT TO USE THE RIGHT FLAP SETTING TO KEEP THE SPEED LOW. A SPEED OF 110 KNOTS CAN BE UNCOMFORTABLE TO JUMP.
IN SOME DESIGNS, THE OPERATION OF THE FLAPS IS LIMITED BECAUSE IT

OBSTRUCTS THE DOOR.
ALSO, WHEN PLANNING THE LOAD, IT IS FUNDAMENTAL TO ENSURE THAT WEIGHT AND BALANCE TO PREVENT THIS, IT IS NECESSARY TO BE WELL PREPARED AND BRIEFED. AND DURING THE
ARE WITHIN THE ENVELOPE AT ALL TIMES. THE MOMENT WHEN THE PARACHUTISTS MOVE BACK FLIGHT/DROP, DISCIPLINE AND COMMUNICATION BETWEEN THE PILOT AND LOAD ORGANISER
BEFORE JUMPING CAN BE CRITICAL. THEY MAY UPSET THE AIRCRAFT, CAUSING A STALL AND LOSS ARE ESSENTIAL. IT’S WORTH HAVING CLEAR GUIDELINES. I KNOW THAT THE FINNISH
OF CONTROL — OR EXCESSIVE SPEED AND POSSIBLY A STRUCTURAL FAILURE. AERONAUTICAL ASSOCIATION’S PARACHUTING COMMITTEE HAS DEVELOPED A GUIDE FOR
OPERATIONS MANUALS FOR SKYDIVING CLUBS*.
*WITH THE FACILITATION OF TRAFICOM AND THE SUPPORT OF AOPA FINLAND.
THE CLUB DECIDES TO DRAFT AN OPERATIONS MANUAL FOR ITS MEMBERS.
I SEE VALUE IN CREATING AIRCRAFT-SPECIFIC I AGREE BUT BE CAREEFUL — THIS HAS TO BE CONSISTENT WITH THE AFM. IN NO CASE SHOULD OPERATIONAL PILOTS AND/OR SKYDIVERS
CHECKLISTS FOR PILOTS, LOAD ORGANISERS AND PERFORM ANY KIND OF EXPERIMENTATION/TESTING BY THEMSELVES TO DETERMINE THE RIGHT DROPPING ENVELOPE AND PROCEDURES.
SKYDIVERS.
LET’S DRAFT A MANUAL ADAPTED TO THE CLUB’S AIRCRAFT AND CHARACTERISTICS. THERE ARE SEVERAL ASPECTS WHICH MAY BE WORTH
CLARIFYING, SUCH AS TRAINING, FLIGHT PREPARATION, CENTRE-OF-GRAVITY MANAGEMENT, INSTRUCTIONS FOR SKYDIVERS, ETC.
WHEN APPROVING AN AEROPLANE FOR DROPPING OF SKYDIVERS, IT IS STRONGLY RECOMMENDED

TO INCLUDE INTO THE AFM SUPPLEMENT ALSO NORMAL, ABNORMAL AND EMERGENCY PROCEDURES
FOR PARADROPPING ACTIVITIES, AS APPROPRIATE
— Operations manual for parachute clubs
— Worskshop for the skydiving community

generalaviation@easa.europa.eu — Parachute operation accidents
in the ‘RELATED CONTENT’ section

EASA Sunny Swift

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THE AIR’S CALM ON A FRESH AUTUMN BUT SUDDENLY,

AFTERNOON. IT’S TIME TO RETURN HOME THERE’S A NASTY

MAYDAY, MAYDAY, MAYDAY, TOO MANY TREES

MEANWHILE BACK AT THE

IT DOESN’T COST MUCH TO BUY AND AND AS IT’S A STANDARD

THAT’S ALL FOR

#01/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

FRIDAY NIGHT AT “ZUR ALTEN POST”. SUNNY

HALF AN HOUR INTO THE FLIGHT, I GOT A

I REALISED I'D BEEN A SIMPLE PASSIVE OR ELECTRONIC

HI, I’M ALEX, YOU

CARB ICING WILL OCCUR ON WARM DAYS IF

INSIDE THE CARBURETTOR, HUMID AIR COOLS

IT’S FAR BETTER IT CAN BE APPLIED PREVENTIVELY, IN POWER

*CHECK THE MODEL’S POH OR AFM

INITIAL POWER A FINAL POWER INCREASE

TURN CARB HEAT ON

THEN TURN IT OFF

WHAT ARE THE

YOU CAN FIND MORE DETAILED INFORMATION HERE:

#03/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

BRIEFING AT THE CLUBHOUSE. CROSSWIND GOOD! JOE

SOME IMPORTANT POINTS… DURING THE FLIGHT, JOE LEARNS

Base leg: anticipate

ON THE BASE LEG, SUNNY FEARS JOE

DON’T ROLL SO MUCH! AT LOW SPEED, ABRUPT CORRECTIONS

THINK ANGLE OF ATTACK (α). YOU CAN FIND MORE

LITTLE DO THEY KNOW THAT ANOTHER BUT THEY MANAGE TO LAND

FOR A FEW WORRYING MOMENTS,

WHOA, WHAT A OI!

#05/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

THERE’S NO WAY TO AVOID THOSE STORMS YES. THAT’S CLASS D

WITH CONFIRMED CLEARANCE, THE AIR TRAFFIC

EU-EASA. COLOGNE TOWER, STANDBY.

(THEY SEEM BUSY. WE HAVE TO WAIT)

EU-EASA. COLOGNE TOWER. GO AHEAD

EU-EASA DIAMOND DA40, VFR, 18 MILES SOUTH

CROSSING CTR VIA SIERRA TO https://www.easa.europa.eu/airspace-infringement

#06/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

LET’S WAIT FOR ANOTHER MINUTE, RICKY. THAT

ON APPROACH AND TAKEOFF, THE WAKE DESCENDS BELOW THE

THE STRENGTH OF THE VORTEX

COUNTER CONTROL AND STABILITY ARE MORE DIFFICULT

MAINTAINING AT LEAST 2 MINUTES

- PLEASE FIND MORE INFORMATION AT:

VISUALIZE THE LOCATION OF THE WAKE EMBRY RIDDLE VIDEO:

PLEASE SEND YOUR COMMENTS AND IDEAS:

#07/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

NEVER TRY TO FLY BACK TO THE AIRFIELD! REMEMBER THAT

-WARNING: INCREASING THE BANK ANGLE AT LOW

#08/2018 BY ELENA GARCIA & MONICA MESTRE @ EASA

YOU SHOULD HAVE A PLAN B (TRAIN, CAR OR

I’D LIKE TO BOOK THIS PIPER ARCHER

MY PLAN C IS TO FLY VIA THE

ALLES KLAR, MARTIN

WEATHER INFORMATION TO PILOTS: EMAIL generalaviation@easa.europa.eu

THE RIGHT DECISION

#10 (2019) BY ELENA GARCIA & MONICA MESTRE @ EASA

*IFR: INSTRUMENT FLIGHT RULES. FLYING HILLS

***FL: FLIGHT LEVEL IN 100 FT. LOWER AIRSPACE

DO YOU HAVE ANY COMMENTS EASA IS SIMPLIFYING THE RULES IN ORDER TO

Please send your comments and ideas to

Join the GA Community!

#11 (2019) BY ELENA GARCIA & MONICA MESTRE @ EASA