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Are accident investigation bodies affected by political or national CAA pressure?

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From here

How many accidents are there each year in which there is no one left alive (pilot or passenger wise to ) to tell the tale?
For instance here we have both an FFAREX and a FFPLUM REX whereby pilots relate an incident that happened to them to inform others. The REX (return/ report of experience) might well be added to by another pilot or instructor in the aircraft. An analysis is added by a safety committee along with recommendations for perhaps avoiding such an incident in the future.
More serious incidents and accidents will become a CRESAG (compte rendu d’événement security Aviation General or an account of a event relating to the security of GA). Basically this is the method to meet the EU requirement to report accidents or incidents involving damage to aircraft, people or airfield equipment.
The BEA are therefore left to investigate accidents or incidents where there is no one left to tell what really happened.
They piece together bits of information which might possibly have led to the accident happening, including from witnesses. It is not their job to apportion blame but just to say what they think did happen. Sort of expert witnesses forensics if you like.
They might say that a wrong bolt was used and what should have been used. They may even identify from logs etc when that bolt was changed and by whom.
It is not their job to say that Mr X put the wrong bolt in and therefore caused the death of X people. That is for a court to decide if someone wants to take it to court.
Although in reading reports we might draw our own conclusions in most cases, no one can be 100% sure that that is what caused the accident. That is as true for most accident investigators and even more true for us reading accident reports which can only contain what the investigators can say this is what they believe based on what they know.
It’s why I believe REX are more useful to learn from than BEA reports.

ECAC Status for homebuilt / experimental (flight privileges within Europe)

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US Experimental travelling around Europe

Hello everybody,

I’m new to this forum. WarleyAir, who I met at the first day of the AERO in Friedrichshafen encouraged me to join here, after I was only a silent reader for some time.

I’m a part owner of a Jabiru J400 Experimental. Now I’m wondering if some of you have experience with travelling around in Europe on US Experimental plane.
The plane is based in Germany, we have it registered via a Trust and have a Permit to Fly in Germany which is free and allows operation on 180 days of the year.
My question is how the permit to fly is handled in other countries – what it costs, what the restrictions are and other specialities.

Perhaps together we can gather a small list here, which might me interesting for other experimental owners too.

Unfortunately my only contribution is:
Germany – no costs, max 180 days, more information: Link


What have you done with, or on your aircraft, this weekend? (April 13-14 2024)

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Flew my TB20 to Sion for the last weekend of skiing of the season. Arrived at 18:50 UTC on Friday 12th with ten minutes left until the airport closed. They parked me in the normal Northern parking area after first asking me to go to Farner and even refuelled me before going to get passports stamped. Mine was the only plane there on the northern ramp on Friday night.

Returned today with a bit of a headwind sometimes close to 40 knots but still didn’t go much below 120 knot ground speed.

Out of interest I looked to see what price an EasyJet flight would have been from Geneva to Gatwick on either Saturday or Sunday and they were all full.

Well done maxbc! You will never look back

Surprisingly, no. To cross borders in Europe you need ELP4 on your license. So e.g. a pilot flying from France to Germany needs ELP even if he can speak …

Each Summer a new Greek island, appointment with friends.

Last was Naxos landing in Paros next is Lemnos…. Your report is spot on for me.
Thank you


I am not worried about this. LIQF is roughly an 800m grass field. It operates strictly one way only, landing and taking off to the east, due to the proximity of the town and some big Appenine hill…

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Interesting weather in the Frankfurt area today. There was quite a bit of ice on the wing momentarily.

Runways 25L and 25R and Terminal 1.


It was very different, but in quite a different way.
The main issue was that the condition of unreliable airspeed at altitude which brought the initial upset about was not something that anyone ha…

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Thanks for that video @hazek, indeed a good refresher.

I like his recommendation to actually do a long (very) low pass in a heavy and gusty x-wind to practice.
As to running out of rudder, twins h…

The AIP:

What does that actually mean? It says OR but doesn’t say how much time is needed.

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I think it does. A no show of a train passenger doesn’t make any difference as regards cost, but if the train was fully booked refunding would mean a loss of revenue as the seat could very likely …