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Can the Chief Remote Pilot (CRP) be from outside the organisation (i.e. outsourced)? Well... For context, the CRP is a key individual responsible for the safety of an organisation's drone operations. While the regulations specify the responsibilities and qualifications of a CRP, they do not explicitly state that the CRP must be an employee of the ReOC holder. Therefore, it IS possible to have an outsourced CRP, provided they meet CASA's requirements and can fulfil their responsibilities effectively. Some factors that would go into determining if the individual can meet their obligations would be the number of organisations they hold the role of Chief Remote Pilot with and the volume of Remote Pilots under their control. For example if they were overseeing 10 ReOC's with 200+ pilots in total it would be unlikely they would be able to fulfil their duties for all organisations simultaneously.

🎬 Managing multiple airports from a single control centre may sound demanding. But with the right tool for efficient allocation of roles, #ANSPs can handle and even save on valuable resources. Tune in to see, how supervisors 👩🏻👧🏻 can control more than the regular levels of traffic🚀, interconnecting up to 15 🛫 airports🛬.   FREQUENTIS DFS AEROSENSE DFS Aviation Services GmbH Frequentis   #aviation #visionenhancement #RTC #MRT #Multiremotetower #airtrafficcontroller #remotetower #virtualtower #explainervideos #remotesensing #rethinkingATCtowers #OneATM #supervisor #smartsupervisor  

ATC (TOWER Frequency) didn't comply with "standard phraseology" as it is (unfortunatly) usually the case in US. As an example, neither they provided pilots wind direction nor velocity, while giving landing clearance (RWY 26...) to this American 1-4-7-9, as it is normally expected to be heard from the crew before landing, for safety reasons. Pilots were maybe simply arriving from a busy airport where freq was so congested that they weren't able to give their callsign in all communication aknowledgment, in order to be helpfull to the ATC (except if case of close callsign...). Last error from ATC was to suggest the crew to copy a phone number while they were still on duty below FL100, flying the plane, which is the priority of all crew member (FLY FIRST - NAVIGATE - COMMUNICATE, in this order).

🛫🌍Welcome to a world where airports connect, and Remote Towers can be managed from a central point of control. See how supervisors can efficiently handle higher levels of traffic with the smart supervisor tool! Watch the video to see efficient multi-airport management in action: #aviation #visionenhancement #RTC #MRT #Multiremotetower #OneATM #airtrafficcontroller #remotetower #virtualtower #explainervideos #remotesensing #rethinkingATCtowers #OneATM #supervisor #smartsupervisor

We spend a lot of resources and time training the entry level controller...how much resources and time are used to train the entry level supervisor? One shoe does not fit all...nor skills easily transferred from one level to the next. Makes me wonder how the simulator/simulation world can adapt such...

Join This exclusive webinar to explore key aspects of BVLOS (Beyond Visual Line of Sight) legislation for the European Union. We'll share successful BVLOS application cases and best practices. Mark your calendars for the event: DJI Dock 2 Legislation Guidance: Deep Dive into the Category Specifics What's this Webinar About Explore key aspects of BVLOS (Beyond Visual Line of Sight) drone operations in our upcoming webinar. We'll cover ground and air risk management according to EASA, regulatory frameworks like STS, PDRA, and SORA, and the technical requirements for BVLOS conditions. Additionally, we'll share real-world SORA case studies to enhance your understanding. Don't miss this opportunity to deepen your knowledge and improve your drone operations! https://lnkd.in/dfUHrEzm

Have you experienced Marico Marine's Remote VTS Simulator? We developed a Remote VTS Simulator, designed to train VTS Operators (VTSOs) with realistic port scenarios in any international port. Here are the key capabilities of our state-of-the-art simulator: 🔹 Simulated radar and AIS targets for a realistic VTS traffic image 🔹 Full simulated VHF and telephone functionality 🔹 Synchronised recording for complete playback and review of exercises 🔹 Customisable scenarios for any port in the world 🔹 Simulated vessels running pre-determined routes or operated manually to reflect evolving maritime traffic and emergency situations Beyond training, Marico's VTS Simulator supports: ✅ Accident and incident investigation ✅ Disaster recovery for live VTS operations Our simulator can realistically recreate incidents for thorough investigation, provide replays of events as they occurred, and visualise alternative outcomes based on different decisions leading up to incidents. Discover how Marico Marine's VTS Simulator can enhance safety, training, and operational efficiency in maritime environments. 🌍🚢 #MaricoMarine #VTSSimulator #MaritimeSafety #TrainingInnovation #MarineTechnology #VTS #IncidentInvestigation #DisasterRecovery

Radio change failure The background of this case involves a pilot experiencing confusion due to unfamiliar avionics on a local navigational flight. 1. Situation The pilot, who had recently completed their PPL, arrived at the airfield intending to conduct a local navigational flight for currency.  Upon arrival, they were informed that the aircraft they had booked was unavailable due to maintenance, but they could take another aircraft of the same type, one which they had flown previously but not recently. 2. Task The task was to conduct a local navigational flight to maintain currency, which included practising communication with ATC and navigating according to planned routes. 3. Action The pilot taxied without incident and took off as cleared. After takeoff, the tower controller instructed the pilot to contact the approach and the pilot read back the frequency correctly.  However, when checking in with the approach, the pilot transmitted on the tower frequency instead.  The tower controller responded, once again providing the approach frequency, which the pilot correctly read back.  The pilot then requested a basic service from the approach on the tower frequency, leading the tower controller to contact the pilot again to confirm the approach frequency and inquire if there was a problem. The pilot confirmed the frequency but was confused about why they couldn't contact the approach.  After a period of troubleshooting, it became clear that the issue was unfamiliarity with the aircraft's avionics.  The pilot was used to an aircraft with two discrete radios (comm1 and comm2) and a GPS unit. The current aircraft had a GPS unit with an in-built radio operating as comm1 and a separate box as comm2.  The pilot had been transmitting and receiving on comm1 but changing the frequency on the comm2 box, as they were accustomed to the radio being distinct from the GPS unit. 4. Result Despite the confusion, the flight continued safely with no negative outcomes.  This incident highlights how minor distractions can be disorienting for low-time pilots.  The key lessons are that pilots should always ensure familiarity with the avionics of the aircraft they are flying, and last-minute changes to expected routines can be problematic. This case underscores the importance of thorough pre-flight checks and understanding the specific equipment in the aircraft to prevent similar issues in the future. #aviation #pilot #casestudy #trending #generalaviation

The framework that pilots use in emergencies is the same framework that I use to fix challenges on projects. When a model we hired got sick the night before a big shoot, it was tempting to stress out (and immediately write an email to the client while freaking out). But, in an emergency, pilots learn to: 𝐀𝐯𝐢𝐚𝐭𝐞, 𝐍𝐚𝐯𝐢𝐠𝐚𝐭𝐞, 𝐂𝐨𝐦𝐦𝐮𝐧𝐢𝐜𝐚𝐭𝐞. The order is critical. First, pilots need to maintain control of the aircraft. Then, navigate to a safe location. Finally, communicate with air traffic control, emergency services, and the people on the plane. "Aviating" in this scenario was finding options so the shoot can go on. I asked the model for referrals as well as searched through the database of hundreds of other applicants for the role and asked who was still available. Next, I had to "Navigate" to the look that was the closest match to the model who couldn't make it. Only then did I communicate to the client both the problem as well as the solution. Through this approach, we had a new model ready to go 𝐰𝐢𝐭𝐡𝐢𝐧 1 𝐡𝐨𝐮𝐫 𝐨𝐟 𝐭𝐡𝐞 𝐩𝐫𝐨𝐛𝐥𝐞𝐦, and the client was able to enjoy a smooth shoot the following morning.