Kerry Lynch stepped into the role of editor of the&nbsp;Aviation International News&nbsp;monthly magazine in May 2022 after serving with&nbsp;AIN&nbsp;for eight years. She joined&nbsp;AIN&nbsp;in December 2014 as a senior editor covering Washington and business aviation news. She has also served on Convention News teams, including as editor of&nbsp;HAI Convention News. Lynch previously spent 25 years with Aviation Week. During her time there, she reported for and later steered&nbsp;The Weekly of Business Aviation, oversaw business aviation content on the&nbsp;Aviation Week Intelligence Network, served on the&nbsp;Show News&nbsp;staff, and held roles as the Washington columnist for&nbsp;Business &amp; Commercial Aviation&nbsp;and&nbsp;Overhaul &amp; Maintenance&nbsp;monthly magazines. In 2021 she was honored with the National Business Aviation Association Platinum Wing Award for lifetime achievement in journalism and was the 2004 recipient of the National Air Transportation Association’s Aviation Journalism Excellence Award. She also has been a recipient of an Aerospace Media Award for business aviation (2022) and NBAA Gold Wing Award (2003). Lynch graduated from The Ohio State University with a bachelor of arts in journalism.

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Kerry Lynch

The European Aviation Safety Agency (EASA) issued an opinion last month that establishes a regulatory framework to permit commercial single-engine turbine operations in instrument meteorological conditions (SET-IMC). Opinion 06/2015 marks one of the final steps required before commercial SET-IMC is authorized throughout the European Union. The opinion must next receive endorsement by the EASA Committee, which includes the European Commission and EU member states. Under the process, the EASA Committee likely will review the opinion at its next meeting, scheduled for February, and then formally vote on it at the following meeting.

 


he General Aviation Manufacturers Association (GAMA), which has been involved in the rulemaking deliberations, is hopeful that the regulation will be adopted by this time next year. Completion of the rule would culminate a nearly 25-year effort that began with a study by the EASA’s predecessor agency, the Joint Aviation Authorities, and for years had met with substantial opposition from some of the European member states.

 


“The journey to develop the safety regulatory framework for commercial single-engine turbine operations has been long, but [the] action by the EASA is an important milestone in providing the full safety and economic utility of single-engine operations in Europe,” said GAMA president and CEO Pete Bunce.

 


GAMA noted that Europe is the last major aviation region that does not authorize widespread commercial IMC operations by turbine singles (a few operators have received special exemptions for commercial SET-IMC). “There is significant interest from operators across Europe, particularly those wishing to operate in the nation-states on the periphery of the EU, where only single-engine services are economically viable,” said the association.

 


In the opinion, the EASA cited several justifications for the regulation, including establishing “a level playing field” and better coordination with international regulators and organizations that already permit commercial SET-IMC.

 


The International Civil Aviation Organization (ICAO) adopted rules 10 years ago for such operations. The EASA also noted the current regulatory environment does not promote use of modern airplanes and serves as a barrier to access to remote regions.

 


&nbsp;“The staff and leadership of the EASA is to be commended for having undertaken a detailed and systematic review of the commercial regulations to create a set of regulatory requirements that should expand the utility of general aviation across the European continent,” Bunce added.

 


<h2>Input Welcome</h2>

 


Jens Hennig, vice president of operations for GAMA and a participant on the commercial SET-IMC rulemaking committee, noted that the EASA made an effort to ensure that all interested parties, whether member states with concerns or manufacturers of single-engine turbine aircraft, had an opportunity to provide input on shaping the rulemaking.

 


The opinion mirrored those deliberations closely with no real surprises, Hennig said. The opinion includes specific requirements covering equipment, flight planning, flight procedures and crew training for the operations.

 


Some comments centered on equipment requirements, including a landing lights illumination capability. The EASA said that flight-testing confirmed the appropriateness of the landing-lights capability. Other commenters sought mandatory flight simulator training. But recognizing the limited availability of simulators for certain single-engine turbine models, the EASA instead said that a flight simulator or appropriate training device “should be used whenever one of them is available.”

 


Other comments pushed for a mandatory two-crew requirement, but the EASA noted that “it is agreed that a requirement for a second pilot is not appropriate for consistency reasons, since the possibly eligible airplanes are certified as single-pilot, and since light twins can currently be flown in IMC with one pilot.” The agency acknowledged, however, that a commercial SET-IMC environment “might be challenging for an inexperienced pilot” and instead included minimum experience requirements for commercial pilots who will fly in SET-IMC conditions. The EASA further agreed to address takeoff minimums for such operations. However, the agency did differentiate runway visual range criteria for cargo and passenger operations, as suggested by one commenter. The commenter is opposed to passenger commercial SET-IMC altogether.

 


Hennig called the opinion a key decision that completes the “safety work” for the regulation. With it now heading to the EASA Committee for review, he added, “the next step is the political decision.”

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