Issued: 27-MAR-2015 | To: Commercial air transport (CAT) operators | EASA SIB 2015-04 |
The Agency recommends operators to re-assess the safety and security risks associated with flight crew members leaving the flight crew compartment due to operational or physiological needs during non-critical phases of flight. Based on this assessment, operators are recommended to implement procedures requiring at least two persons authorised in accordance with CAT.GEN.MPA.135 to be in the flight crew compartment at all times, or other equivalent mitigating measures to address risks identified by the operators revised assessment. (Withdrawn) |
Issued: 13-MAR-2016 | To: EASA | Recommendation FRAN-2016-011 |
EASA require that when a class 1 medical certificate is issued to an applicant with a history of psychological/psychiatric trouble of any sort, conditions for the follow-up of his/her fitness to fly be defined. This may include restrictions on the duration of the certificate or other operational limitations and the need for a specific psychiatric evaluation for subsequent revalidations or renewals. |
Issued: 13-MAR-2016 | To: EASA | Recommendation FRAN-2016-012 |
EASA include in the European Plan for Aviation Safety an action for the EU Member States to perform a routine analysis of in-flight incapacitation, with particular reference but not limited to psychological or psychiatric issues, to help with continuous re-evaluation of the medical assessment criteria, to improve the expression of risk of in-flight incapacitation in numerical terms and to encourage data collection to validate the effectiveness of these criteria. |
Issued: 13-MAR-2016 | To: EASA | Recommendation FRAN-2016-013 |
EASA, in coordination with the Network of Analysts, perform routine analysis of in-flight incapacitation, with particular reference but not limited to psychological or psychiatric issues, to help with continuous re-evaluation of the medical assessment criteria, to improve the expression of risk of in-flight incapacitation in numerical terms and to encourage data collection to validate the effectiveness of these criteria. |
Issued: 13-MAR-2016 | To: EASA | Recommendation FRAN-2016-014 |
EASA ensure that European operators include in their Management Systems measures to mitigate socio-economic risks related to a loss of licence by one of their pilots for medical reasons. |
Issued: 13-MAR-2016 | To: IATA | Recommendation FRAN-2016-015 |
IATA encourage its Member Airlines to implement measures to mitigate the socio-economic risks related to pilots loss of licence for medical reasons. |
Issued: 13-MAR-2016 | To: EASA | Recommendation FRAN-2016-016 |
EASA define the modalities under which EU regulations would allow pilots to be declared fit to fly while taking anti-depressant medication under medical supervision. |
Issued: 13-MAR-2016 | To: WHO | Recommendation FRAN-2016-017 |
The World Health Organization develop guidelines for its Member States in order to help them define clear rules to require health care providers to inform the appropriate authorities when a specific patients health is very likely to impact public safety, including when the patient refuses to consent, without legal risk to the health care provider, while still protecting patients private data from unnecessary disclosure. |
Issued: 13-MAR-2016 | To: EC | Recommendation FRAN-2016-018 |
The European Commission in coordination with EU Member States define clear rules to require health care providers to inform the appropriate authorities when a specific patients health is very likely to impact public safety, including when the patient refuses to consent, without legal risk to the health care provider, while still protecting patients private data from unnecessary disclosure. These rules should take into account the specificities of pilots, for whom the risk of losing their medical certificate, being not only a financial matter but also a matter related to their passion for flying, may deter them from seeking appropriate health care. |
Issued: 13-MAR-2016 | To: BMVI; Bundesärztekammer | Recommendation FRAN-2016-019/-20 |
Without waiting for action at EU level, the BMVI and the Bundesärztekammer (BÄK) edit guidelines for all German health care providers to:
- remind them of the possibility of breaching medical confidentiality and reporting to the LBA or another appropriate authority if the health of a commercial pilot presents a potential public safety risk.
- define what can be considered as "imminent danger" and "threat to public safety" when dealing with pilots health issues
- limit the legal consequence for health care providers breaching medical confidentiality in good faith to lessen or prevent a threat to public safety |
Issued: 13-MAR-2016 | To: EASA | Recommendation FRAN-2016-021 |
EASA ensure that European operators promote the implementation of peer support groups to provide a process for pilots, their families and peers to report and discuss personal and mental health issues, with the assurance that information will be kept in-confidence in a just-culture work environment, and that pilots will be supported as well as guided with the aim of providing them with help, ensuring flight safety and allowing them to return to flying duties, where applicable. |
Issued: 21-JUL-2016 | To: Commercial air transport (CAT) operators | EASA SIB 2016-09 |
CAT.OP.MPA.210 of Regulation (EU) No 965/2012 stipulates that flight crew members required to be on duty in the flight crew compartment shall remain at the assigned station, unless absence is necessary for the performance of duties in connection with the operations or for physiological needs, provided at least one suitably qualified pilot remains at the controls of the aircraft at all times.
In such cases, the Agency recommends operators to assess the safety and security risks associated with a flight crew member remaining alone in the flight crew compartment.
If the assessment leads the operator to require two authorised persons in accordance with CAT.GEN.MPA.135 to be in the flight crew compartment at all times, operators should ensure that:
(a) the role of the authorised person, other than the operating pilot, in the flight crew compartment is clearly defined, considering that his/her main task should be to open the secure door when the flight crew member who left the compartment returns;
(b) only suitably qualified flight crew members are allowed to sit at the controls;
(c) safety and security procedures are established for his/her presence in the flight crew compartment (e.g. operation of the flight deck, specific procedure for entry, use of observer seat and oxygen masks, avoidance of distractions etc.);
(d) training needs are addressed and identified as appropriate;
(e) safety risks stemming from the authorised person leaving the passenger cabin are assessed and mitigated, if necessary; and
(f) resulting procedures are detailed in the Operations Manual and, when relevant, the related security reference documents. |