Aviation
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Within the period of 90 days after the publication
Data found: 174
Implemented or comparable safety improvement
Not implemented, no further measures planned (closed)
Not implemented, specific implementation pending (open)
Partially implemented or specific implementation is planned (open)
Partially implemented, no further measures planned (closed)
Unassigned status for older safety recommendations
Within the period of 90 days after the publication|
Number Publication date Form of transport |
Recommendation | Stage of the implementation | Details |
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403 19.06.2006 Aircraft |
In order to ensure that pilots or passengers can free themselves from a wreckage having survived an accident involving small aircraft, the AAIB recommends that the FOCA should consider: • what tool is suitable for smashing an acrylic glass cockpit canopy; • whether it should be compulsory to have such a tool on board; • whether such a tool would have to be accessible to helpers outside the cockpit. |
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Details (PDF) |
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378 Aircraft / Aircraft |
TCAS on all aircraft in controlled airspace | Details (PDF) | |
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409 14.07.2009 Glider |
The European Union Aviation Safety Agency (EASA) should require glider manufacturers to install a device in gliders that gives the pilot a warning before the airflow stalls at the wing profile, regardless of altitude and flap position. |
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Details (PDF) |
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417 20.04.2010 Helicopter |
The FOCA should consider the following measures to improve information on cables and wires: - Simplification of reporting channels, in particular the optimisation of interfaces. - Introduction of a general obligation to report potentially dangerous cables and lines without height restrictions, combined with the creation of a central office that carries out a risk assessment and decides on publication. - The notified cables and lines should be immediately available free of charge in a publicly accessible database. - Abolition of all registration fees for cable and wire owners. - The possibility of including particularly dangerous cables and lines in the obstacle database without height restrictions. - Immediate measure: Placement of references on the homepage and registration forms regarding the desirability of registering dangerous cables and lines outside the obligation to register. |
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Details (PDF) |
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436 17.06.2011 Glider |
The Federal Office of Civil Aviation, together with the Swiss Hang Gliding and Paragliding Association, should promote the use of collision warning devices among hang glider pilots. |
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Details (PDF) |
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437 23.06.2011 Aircraft / Aircraft |
The Federal Office of Civil Aviation (FOCA), together with the operator of St. Gallen-Altenrhein Airport and Skyguide, should take technical or operational measures to reduce the risks associated with an IFR approach to runway 10 and simultaneous VFR departures from runway 28. | Details (PDF) | |
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440 02.11.2011 Helicopter |
The Federal Office of Civil Aviation (FOCA) should ensure that the helicopter landing sites at and on hospitals in Switzerland comply with the standards according to ICAO Annex 14 Volume II and the Heliport Manual, primarily in regards to the structural design and with a risk based approach. |
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Details (PDF) |
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444 27.08.2012 |
Above all, BPS aircraft should be clearly and uniquely identifiable as such. The aircraft must be marked by a large triangular hazard warning decal approx. 40 cm on a side on the fuselage. This decal warns in prominent colours that the aircraft has a BPS installed in or on it which may put rescue workers at risk, and that, before starting rescue work, they must call REGA’s telephone number printed on the decal which will tell them how to proceed. Other precautions required are: • The location of the rocket firing aperture must be indicated on the aircraft shell. • The shell must be marked in such a manner that rescue workers can see where they can cut the fuselage open. If they are in any doubt as to whether a given aircraft has a BPS on board, rescue workers must assume it has. |
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Details (PDF) |
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445 27.08.2012 |
The Federal Office of Civil Aviation (FOCA)'s website should add to the details displayed in the section on aircraft registration whether an aircraft is equipped with BPS or not. If an accident is reported, STSB/REGA staff could then check whether BPS equipped aircraft are involved in the accident and highlight the risks they present right from when they pass on the accident report. |
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Details (PDF) |
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458 Aircraft |
The Federal Office of Civil Aviation should strive, together with the operators, that during checks and refreshers in the simulator, most realistic scenarios can be exercised. | Details (PDF) | |
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457 Aircraft |
The European Aviation Safety Agency, together with the operators of aircraft, still equipped with electromechanical standby instruments, should examine whether their design still fulfills the today's requirements with respect to ergonomics. If this is not the case, an update with improved standby instruments should be arranged. |
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Details (PDF) |
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456 Aircraft |
The relevant authority, together with the manufacturer of the AVRO 146-RJ100 aircraft and the operators concerned should verify an upgrade with improved standby instruments. |
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Details (PDF) |
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460 11.12.2012 Aircraft / Aircraft |
The Federal Office of Civil Aviation should complete the letter of agreement between Geneva and Chambéry, particularly with regard to departures under a “Z” flight plan. |
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Details (PDF) |
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459 29.01.2013 Aircraft |
The FOCA and the competent foreign authorities should consider measures which ensure that recommendations of the manufacturers regarding operating hours and calendar-based due dates are integrated into the maintenance programs that are approved by the authorities, regardless of whether aircraft are operated commercially or privately. |
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Details (PDF) |
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461 04.02.2013 Aircraft |
The Federal Office of Civil Aviation (FOCA) should ensure that on all Swiss aerodromes, in a hazard identification, also the endangering to third parties, at least in the immediate vicinity of the aerodrome, is determined and that appropriate measures will be taken to minimize it. |
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Details (PDF) |
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464 07.02.2013 / Aircraft |
The Federal Office of Civil Aviation should, in cooperation with the Air Force and relevant aviation associations, develop simple and effective means of updating and enhancing the knowledge of flight crews regarding the use of TCAS and flying in mixed air space. |
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Details (PDF) |
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463 07.02.2013 / Aircraft |
The Federal Office of Civil Aviation should ensure that training courses to acquire all levels of licenses provide sufficient knowledge to enable the license holders to understand and implement the practical consequences of traffic alert and collision avoidance systems (TCAS) as well as the utilization concept of Class D airspace. |
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Details (PDF) |
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465 25.02.2013 Aircraft |
The European Aviation Safety Agency (EASA) should ensure that the design of the fuel quantity indication system and the manufacturer information relating to the fuel tank capacity are reviewed and corrected for the entire fleet of the aircraft model Aero AT-3 R100. |
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Details (PDF) |
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455 01.05.2013 Aircraft |
The Federal Office of Civil Aviation (FOCA) and the European Aviation Safety Agency respectively should develop a technical solution together with the licensing authority for the Cessna C525 type, which warns the crew when the take-off roll is initiated with the parking brake set. |
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Details (PDF) |
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468 16.05.2013 Glider / Aircraft |
The Federal Office of Civil Aviation should, together with the air navigation service provider Skyguide, the relevant aviation associations and, where appropriate, in cooperation with the supervisory authorities of neighbouring countries, develop measures to ensure that airspace violations involving also aircraft that are not equipped with transponders are systematically detected and that the associated risks can be reduced. |
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Details (PDF) |
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467 16.05.2013 Glider / Aircraft |
The Federal Office of Civil Aviation should take effective measures in conjunction with the relevant aviation associations and, where appropriate, in cooperation with the supervisory authorities of neighbouring countries, in particular in the environs of major Swiss airports, which ensure that general aviation pilots consistently respect the boundaries of controlled airspace. |
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Details (PDF) |
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466 16.05.2013 Glider / Aircraft |
The Federal Office of Civil Aviation should, where appropriate, in cooperation with the supervisory authorities of neighbouring States surrounding Swiss airspace, define airspace in which only aircraft which are equipped with a functioning and activated transponder are allowed to fly (transponder mandatory zones – TMZ). These TMZ should include the control areas and terminal areas and constitute vertical or horizontal buffer zones with regard to this airspace. |
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Details (PDF) |
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469 19.06.2013 Glider |
The Federal Office of Civil Aviation (FOCA) should ensure that when licensing gliders in the future a safety device is provided which prevents accidental extension of the flaps without the pilot performing additional manipulations. |
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Details (PDF) |
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471 31.07.2013 Aircraft |
The Federal Office of Civil Aviation should request technical adaptations which would make it possible to have available STCA alerts originating from other control positions. |
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Details (PDF) |
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474 05.08.2013 Aircraft |
Together with the Air Force, the Federal Office of Civil Aviation should ensure that those Air Force aircraft, which operate for the most part in civil airspace, are also equipped with collision alert systems that are compatible with civil standards. |
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Details (PDF) |
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473 05.08.2013 Aircraft |
The Federal Office of Civil Aviation should ensure, in conjunction with the air navigation service provider Skyguide, that a ground-based conflict alert system is also available on Air Force aerodromes. |
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Details (PDF) |
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454 27.08.2013 |
Blocking the release cable: One possibility would be to block the release cable as close to the igniter unit as possible. This could be done using crimp pliers, for example, crimping the release cable to the cable sheath and so blocking it. Safety cover over rocket: Investigations should be made to see if a safety cover can be made, from a strong shielding material such as Kevlar, for example, which could then be put over the rocket before starting to work on an aircraft or wreckage. This would work rather like body armour: if the rocket went off accidentally, the safety cover would contain it. |
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Details (PDF) |
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452 27.08.2013 |
If the temperatures reached are less than 90 °C: If the temperatures indicated by the max. thermometer are less than 90 °C, or it is safe to assume no temperatures in excess of 90 °C have been reached, the heat indicators on the rockets have to be checked taking appropriate precautions. If the heat indicators confirm no temperatures over 90 °C have been reached, the emergency services can switch to standard operating procedures. If the temperatures reached are assumed to be in excess of 90 °C: If temperatures in excess of 90 °C have been reached, or if it is assumed that high temperatures have been reached, the emergency team leader must assume there is a risk of the rocket exploding. The emergency team leader must ensure that all parties involved remain at a safe distance, that the area of risk is cordoned off and that a disposal specialist is called in. |
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Details (PDF) |
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446 27.08.2013 |
BPS rockets must be fitted with heat indicators as close to the rocket motor as possible (e.g. Telatemp). These heat indicators change colour if they exceed a given temperature. Checking the heat indicators must be included in aircraft ground checklists, for example. |
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Details (PDF) |
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447 27.08.2013 |
Checking the residual shelf life of a BPS must be included in aircraft checklists and/or maintenance schedules and in aircraft documents, allowing for whether maximum permitted storage/working temperatures are exceeded for any significant length of time. |
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Details (PDF) |
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449 27.08.2013 |
There must be a plan of the aircraft hangars at an airfield, in its control tower and/or the fire brigade crew rooms, which clearly marks the location of any BPS aircraft. Hangars, which have BPS aircraft, must be identified clearly, so the callout crew can respond accordingly if a hangar fire breaks out. Hangars must have maximum thermometers, so supervisors can check what temperatures have been reached. |
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Details (PDF) |
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448 27.08.2013 |
BPS manufacturers should check whether a cutout system could be used to separate the igniter unit from the rocket. |
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Details (PDF) |
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451 27.08.2013 |
All rescue services are to be trained on the potential risks of BPS. For this, it is essential to distinguish between: 1. Training airport emergency response crews 2. Cantonal police, emergency ambulances and fire fighters 3. Cantonal disposal crews via cantonal police 4. Search and Rescue (SAR) crews |
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Details (PDF) |
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450 27.08.2013 |
The Federal Office of Civil Aviation should ensure that pilot training programs include details of how BPS work. |
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Details (PDF) |
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453 27.08.2013 |
Aircraft involved in accidents which catch fire must be cooled intensively from a safe distance. This could prevent BPS rockets exploding as rescue teams approach wreckage. |
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Details (PDF) |
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472 29.08.2013 / Aircraft |
The Federal Office of Civil Aviation should, together with the air navigation service provider Skyguide, ensure that correct data is displayed at least on all radar systems which are intended, among other things, for use in emergency situations. |
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Details (PDF) |
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470 02.09.2013 Glider |
The Federal Office of Civil Aviation, in conjunction with the relevant aviation associations, should develop simple operational and technical measures that are economical to implement, in order to ensure that injured glider pilots can be located quickly. |
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Details (PDF) |
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476 26.09.2013 Aircraft |
Transport Canada and the European Aviation Safety Agency, together with the aircraft and the landing gear manufacturers, should take appropriate measures in order to facilitate early detection of damaged weight on wheel cover plates on nose landing gears in levered suspension configuration. |
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Details (PDF) |
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477 26.09.2013 Aircraft |
Transport Canada and the European Aviation Safety Agency, together with the aircraft and the landing gear manufacturers, should assess the risks involved with the installation of weight on wheel cover plates on nose landing gears in levered suspension configuration and take appropriate preventive measures. |
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Details (PDF) |
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475 22.10.2013 Helicopter |
The Federal Office of Civil Aviation (FOCA) should ensure that, during helicopter pilots' training and continuing training, specific training on the decision-making process is provided at all levels. |
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Details (PDF) |
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462 24.10.2013 |
The Federal Office of Civil Aviation should ensure that within Swiss air traffic control a system is implemented which is able, in the event of a discrepancy between the air traffic control altitude clearance (cleared flight level) and the setting in the aircraft (selected altitude), to trigger an alarm. |
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Details (PDF) |
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478 03.02.2014 Aircraft / Aircraft |
The Federal Office of Civil Aviation should require the Sion airport VFR regional chart to show VFR routes or entry and exit points from the TMA/CTR VFR establishing segregation of VFR and IFR traffic. |
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Details (PDF) |
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484 19.08.2014 Glider / Aircraft |
The Federal Office of Civil Aviation should, if necessary in co-operation with the supervisory authorities of neighbouring states and with the involvement of the transportation operators, examine the airspace structure around Zurich Airport and take measures which simplify the use of the airspace and/or which make it more tolerant of errors. |
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Details (PDF) |
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483 19.08.2014 Glider / Aircraft |
The Federal Office of Civil Aviation should, together with skyguide air navigation services examine the concept of anticipated clearances and take measures which ensure that flights under instrument flight rules, when obeying clearance instructions, do not fly at altitudes or in airspace not intended for them. |
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Details (PDF) |
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479 05.09.2014 Aircraft / Helicopter |
The Federal Office of Civil Aviation (FOCA), in cooperation with the airport operator and air traffic control, must ensure the establishment of a final approach and take-off area (FATO) and the establishment of departure and arrival routes for helicopters to waypoints HE, E and HW at Bern-Belp Airport. |
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Details (PDF) |
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480 05.09.2014 Aircraft / Helicopter |
The Federal Office of Civil Aviation, in cooperation with Skyguide air navigation services, the airport operator and users of Bern-Belp airport, should carry out a comprehensive analysis of operating procedures and take all appropriate measures to reduce complexity and systemic risks. |
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Details (PDF) |
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481 15.09.2014 Aircraft / Aircraft |
The Federal Office of Civil Aviation (FOCA) should, in cooperation with Zurich Airport and skyguide air navigation services, lay down basic conditions for the safe handling of special flights or where necessary amend the same. |
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Details (PDF) |
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482 28.11.2014 Aircraft |
The European Aviation Safety Agency EASA, together with the aircraft manufacturer, should examine how the manuals can be amended to provide optimal assistance to pilots in abnormal situations. |
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Details (PDF) |
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491 03.12.2014 Helicopter / Aircraft |
The Federal Office of Civil Aviation, together with the skyguide air navigation services company, should take all necessary measures to ensure that existing safety nets can be made available to the air traffic control units involved. |
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Details (PDF) |
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489 03.12.2014 Helicopter / Aircraft |
The European Aviation Safety Agency (EASA) should, in cooperation with other relevant international organisations, verify the extent to which the use of traffic alert and collision avoidance systems (TCAS) and the "see-and-avoid" principle can be better coordinated, particularly in airspace without established separation criteria. |
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Details (PDF) |
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490 03.12.2014 Helicopter / Aircraft |
The Federal Office of Civil Aviation, in co-operation with skyguide, should take effective and simple measures which ensure that especially in class D airspace or other airspace used by commercial aircraft without separation criteria at least the protection area of commercial aircraft in which a TCAS resolution advisory is triggered is not violated. |
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Details (PDF) |
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493 Aircraft / Balloon (Hot-air) |
The Federal Office of Civil Aviation, together with the Swiss Balloon Federation, should ensure that balloon pilots are adequately trained in the application of the procedure for flying through fog. |
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Details (PDF) |
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492 18.12.2014 Aircraft |
The European Aviation Safety Agency (EASA), together with the aircraft manufacturer, should take measures to enable the crew to better detect a forward outflow valve which is not closed, especially in automatic mode. |
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Details (PDF) |
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488 22.12.2014 |
The Federal Office of Civil Aviation, together with the Swiss Air Force and skyguide air navigation services, should ensure that air traffic controllers on regional and military airfields have at their disposal at least the radar data already in existence in the skyguide systems, in order to improve the overview of traffic in the environs of the aerodrome. |
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Details (PDF) |
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486 23.02.2015 Aircraft / Aircraft |
The Federal Office of Civil Aviation should ensure consistency between air traffic control documentation and pilot documentation. |
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Details (PDF) |
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487 23.02.2015 Aircraft / Aircraft |
The Federal Office of Civil Aviation should assess whether to add speed limits to VFR approaches. |
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Details (PDF) |
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497 26.03.2015 Aircraft |
The Federal Office of Civil Aviation (FOCA) and the European Aviation Safety Agency (EASA) should take measures to ensure that aircraft occupants are secured during take-off, landing and turbulence, even during special types of operation, including drops for parachute jumps. |
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Details (PDF) |
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495 10.04.2015 Aircraft |
The Federal Office of Civil Aviation must ensure that the air traffic controllers in the control tower are immediately made aware of any approach light alerts. |
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Details (PDF) |
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485 22.04.2015 Aircraft |
The Federal Office of Civil Aviation (FOCA), in cooperation with those responsible for operations at Zurich Airport, should take appropriate measures using clear and consistent instructions and designations to ensure that crews can follow the prescribed taxiways. |
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Details (PDF) |
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496 22.04.2015 |
The Federal Office of Civil Aviation should ensure the implementation of a specific procedure for Sion airport governing the departure of an IFR traffic subject to the arrival of a VFR traffic operating within Swiss class C airspace, class D airspace over French territory respectively. |
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Details (PDF) |
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494 29.06.2015 / Aircraft |
The Federal Office of Civil Aviation (FOCA), in collaboration with the operators of civil high-performance aircraft, especially former fighter aircraft, should lay down basic conditions and operating rules, which on the one hand allow safe operation of these aircraft and on the other hand take into account the safety-related requirements of other airspace users. |
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Details (PDF) |
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500 01.09.2015 Powered Glider / Glider |
The Federal Office of Civil Aviation (FOCA) should initiate the development of a technical procedure that allows the functionality of Flarm collision alert systems to be assessed on the ground. |
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Details (PDF) |
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501 26.10.2015 Aircraft |
The European Aviation Safety Agency (EASA) should ensure that the installation of condensers guarantees the safety of occupants in the event of a fault. |
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Details (PDF) |
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499 02.03.2016 Aircraft / Glider |
In collaboration with the stakeholders and the European Aviation Safety Agency (EASA), the Federal Office of Civil Aviation (FOCA) should develop a concept for introducing compatible collision warning systems for general aviation that are based on international civil aviation standards as well as create and enact a plan of action for short-term, medium-term and long-term implementation. |
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Details (PDF) |
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498 02.03.2016 Aircraft / Glider |
In collaboration with the stakeholders, the Federal Office of Civil Aviation (FOCA) should increase all crew members’ awareness concerning the risk of collisions and intensify the training and professional development of crew members in the use of the ‘see and avoid’ principle and of collision warning systems. |
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Details (PDF) |
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505 Aircraft |
In collaboration with aircraft manufacturer Flight Design GmbH, the European Aviation Safety Agency (EASA) should ensure that the manufacturer takes suitable measures to minimise the development of gas bubbles in the fuel system of Flight Design CTLS aircraft and to ensure that any gas bubbles that may be present are sufficiently eliminated. |
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Details (PDF) |
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511 14.07.2016 Ecolight |
The European Aviation Safety Agency (EASA) and the Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that the electrical system of aircraft types operated with Rotax 914 engines is equipped with a redundant power supply for the two electrical fuel pumps. |
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Details (PDF) |
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502 Helicopter |
The European Aviation Safety Agency (EASA) should ensure that the manufacturer Hélicoptères Guimbal immediately checks the operational safety of the cooling fan in the cooling system of Cabri G2 helicopters across the entire fleet and draws up an appropriate inspection programme for continued operation. |
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Details (PDF) |
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503 Helicopter |
The European Aviation Safety Agency (EASA) should ensure that the manufacturer Hélicoptères Guimbal undertakes appropriate measures to prevent the occurrence of a disintegration of the cooling fan in the cooling system of Cabri G2 helicopters. |
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Details (PDF) |
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516 26.10.2016 |
The Federal Office of Civil Aviation (FOCA), together with the rescue coordination centre (RCC), should examine the extent to which the organisation of search and rescue (SAR) can be optimised regarding the interface issues between organisations. |
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Details (PDF) |
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513 26.10.2016 |
The Federal Office of Civil Aviation (FOCA) should consider making the installation of Emergency Locator Transmitters (ELTs) or comparable devices mandatory for all aircraft operated in Switzerland. |
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Details (PDF) |
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13 |
All airspace users should possess adequate knowledge with regards to SAR organisation as well as the technical and organisational options for triggering and accelerating an SAR mission. Training centres and flight instructors should ensure that the necessary knowledge is taught during pilot training as well as further training and refresher seminars. | Details (PDF) | |
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515 26.10.2016 |
The Federal Office of Civil Aviation (FOCA), together with the European Aviation Safety Agency (EASA), should undertake to improve the design and installation of ELTs in such a way that their correct functioning is guaranteed in as many cases as possible. |
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Details (PDF) |
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517 26.10.2016 |
The Federal Office of Civil Aviation (FOCA), together with the rescue coordination centre (RCC), should assess and, if necessary, adapt the organisation and operation of the RCC. |
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Details (PDF) |
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514 26.10.2016 |
The Federal Office of Civil Aviation (FOCA) should reduce the administrative and technical hurdles for installing ELTs as far as possible. |
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Details (PDF) |
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508 06.12.2016 |
The Federal Office of Civil Aviation (FOCA) should ensure that the parameters of the Runway Incursion Monitoring and Conflict Alert Sub-system (RIMCAS) are reviewed so that the system is also an effective safety net in weather conditions other than those of low visibility. |
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Details (PDF) |
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523 19.12.2016 Ecolight |
Together with airport management, the management of airport fire services and Swiss fire service institutions, the Federal Office of Civil Aviation (FOCA) should examine the extent, content, implementation and effectiveness of airport firefighter training as well as the designated procedures and, if necessary, take adequate measures to reach the expected level of readiness for operation. |
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Details (PDF) |
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509 19.12.2016 Helicopter / Powered Glider |
Together with the airport operator and the local helicopter companies, the Federal Office of Civil Aviation (FOCA) should check the special approach and take-off procedures for helicopters at Samedan Airport. |
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Details (PDF) |
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510 19.12.2016 Helicopter / Powered Glider |
The Federal Office of Civil Aviation (FOCA) should ensure that all approach and departure procedures at all Swiss aerodromes are published for aviation personnel, even if perhaps only a limited group of people are permitted to use these procedures. |
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Details (PDF) |
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507 23.12.2016 Helicopter |
The Federal Office of Civil Aviation (FOCA) should review the process of acquiring approvals for carrying out and certifying maintenance work on aircraft of the special category, within the ‘historic’ subcategory. They should also define and implement stricter requirements in order to ensure the necessary level of quality. |
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Details (PDF) |
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506 23.12.2016 Helicopter |
The Federal Office of Civil Aviation (FOCA) should assess on a case-by-case basis which restrictions are necessary for the operation of aircraft in the special category, within the ‘historic’ subcategory. |
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Details (PDF) |
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5 Aircraft |
Even if one were to argue that a critical situation cannot arise if all components are completely reinstalled and maintenance is completed correctly in accordance with the guidelines, the modification does represent a simple and cost-effective optimisation of the lubrication system. For this reason, the Swiss Transportation Safety Investigation Board recommends upgrading the relevant engines. | Details (PDF) | |
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6 Ecolight |
The widespread rule in aviation that the approach speed is 1.3 times the stall speed in the landing configuration (VS0) is only partially applicable to aircraft of comparatively low mass – especially ecolight or ultralight aircraft. The relationship between momentum and air resistance implies a higher approach speed for such aircraft than that which results from the rule. In addition, this rule should only be used if the aircraft manufacturer does not specify an approach speed. | Details (PDF) | |
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8 Helicopter / Powered Glider |
All operators of Flarm systems should ensure that the configuration of the devices is appropriate and complies with the intended use and purpose of the aircraft in question. | Details (PDF) | |
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9 Helicopter / Powered Glider |
Designers of Flarm systems should evaluate the possible types of configuration and adapt them if necessary. In the case of devices with voice notification, the corresponding voice output should be checked and adapted if necessary. | Details (PDF) | |
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7 Ecolight |
If a ballistic parachute system (ballistic recovery system with rocket propellant) is not activated during an aircraft accident, one has to assume a threat to the emergency services from the ballistic parachute system – the ballistic parachute system can be activated by working on the wreckage even when the release mechanism in the cockpit is secured. If an unreleased ballistic parachute system is identified at an accident site, it is prudent to mark the blast radius of the ballistic parachute system in addition to the general cordoning-off of the accident site. It is recommended to cordon off a funnel-shaped area at an angle of about 60° and a distance of 100 metres from the firing aperture in the direction of the blast using barrier tape or cones. Entry into this sector should be avoided unless absolutely necessary. Survivors should be removed from the danger zone as quickly as possible. If possible and necessary for the safety of rescue operations, measures should be adopted as described in STSB’s safety recommendation no. 454. Primarily, this includes blocking the release cable as close to the igniter unit as possible. This can be done using crimping pliers, for example, by crimping the release cable to the cable sheath as close as possible to the rocket and without displacing the cable in its cover and therefore blocking it. | Details (PDF) | |
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528 30.12.2016 Helicopter |
In collaboration with the helicopter manufacturer, the European Aviation Safety Agency (EASA) should introduce technical measures to ensure that the hoist cable is prevented from snagging on the rescue hoist attachment assembly. |
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Details (PDF) |
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520 12.01.2017 Aircraft / Balloon (Hot-air) |
The Federal Office of Civil Aviation, together with Skyguide air traffic control, should develop measures to warn air traffic controllers of unauthorised entry into airspace that mainly serves instrument flight rules traffic. |
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Details (PDF) |
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522 12.01.2017 Aircraft / Balloon (Hot-air) |
The Federal Office of Civil Aviation, together with the relevant aviation associations, should take measures regarding periodic proficiency checks and further training for balloon pilots. |
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Details (PDF) |
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521 12.01.2017 Aircraft / Balloon (Hot-air) |
The Federal Office of Civil Aviation, together with Skyguide air traffic control, should improve the short-term conflict alert (STCA) system so that it also warns of conflicts with slow-flying aircraft. |
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Details (PDF) |
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518 20.03.2017 Aircraft / Balloon (Hot-air) |
For the operation of aircraft that can pose a danger to large aircraft, the Federal Office of Civil Aviation (FOCA) should make it obligatory, without exception, for the former to carry an operational and active transponder when flying over Swiss territory. Here, attention should be paid to the greatest possible degree of compatibility with the most commonly used traffic alert and collision avoidance systems. Together with air traffic control, FOCA should define technical and operational general conditions which enable optimum use of this requirement for a transponder for the benefit of air traffic control. |
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Details (PDF) |
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526 20.03.2017 |
The Federal Office of Civil Aviation, together with aerodrome operators, should take appropriate measures to prevent the possibility of luggage trolleys and other operating materials on aerodrome aprons being moved in an uncontrolled manner by strong winds. |
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Details (PDF) |
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527 20.03.2017 |
The Federal Office of Civil Aviation, together with Skyguide air traffic control and aerodrome operators, should examine the extent to which the existing systems that warn of unauthorised runway access could be modified so that they include operating materials such as trolleys and similar items. |
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Details (PDF) |
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519 20.03.2017 Aircraft / Balloon (Hot-air) |
The Federal Office of Civil Aviation should, where appropriate in collaboration with the supervisory authorities from neighbouring countries, specify simply designed and sufficiently large controlled class C and D airspaces in the areas surrounding Swiss airports, in order to prevent light aircraft and sport aircraft which enter this airspace without clearance from posing any danger to large aircraft in the future. |
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Details (PDF) |
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16 Aircraft |
With the aim of reducing the risk of a loss of fuel supply, operators should assess the benefits of using the wing tanks during aerodrome circuits, compared to the risk of forgetting to change the position of the selector lever to ‘CENTRE (ACRO) TANK’ prior to landing. | Details (PDF) | |
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530 08.06.2017 Helicopter |
The Federal Office of Civil Aviation (FOCA) and the European Aviation Safety Agency (EASA) should examine whether the test procedures for impact-attenuating seats in the AgustaWestland AW109SP helicopter type conform to the actual conditions arising in a crash that is in principle survivable. If necessary, the testing and approval requirements should be improved so that the seats offer sufficient protection in accidents of this type. |
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Details (PDF) |
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525 08.06.2017 Helicopter |
The Federal Office of Civil Aviation (FOCA) and the European Aviation Safety Agency (EASA) should take measures to ensure that helicopter crews are alerted to the danger of an impending or developing vortex ring state close to the ground by an acoustic warning. |
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Details (PDF) |
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531 08.06.2017 Helicopter |
The Federal Office of Civil Aviation (FOCA) and the European Aviation Safety Agency (EASA), together with the manufacturers of the AgustaWestland AW109SP helicopter type and the ARTEX C406-N HM emergency locator transmitter, should take appropriate measures to ensure the functioning of the aforementioned emergency locator transmitter after an accident. |
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Details (PDF) |
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529 16.06.2017 Aircraft |
Together with the aircraft manufacturer, the European Aviation Safety Agency (EASA) should ensure that it is no longer possible to incorrectly attach the valve input lever of the hydraulic differential control selector valve (DCSV). |
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Details (PDF) |
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512 28.08.2017 Aircraft / Aircraft / Aircraft |
The Federal Office of Civil Aviation (FOCA) should take measures to ensure IFR traffic is safe from other airspace users in the area surrounding Payerne Airport. |
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Details (PDF) |
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524 19.10.2017 Aircraft |
The European Aviation Safety Agency (EASA) should ensure that consideration is given by the manufacturer with a view to increasing awareness of, and training in, overspeed situations for flight crews of Airbus A320 series aircraft. |
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Details (PDF) |
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535 14.12.2017 Aircraft |
The Federal Office of Civil Aviation (FOCA), together with all Swiss aerodrome operators who have instrument flight rules (IFR) procedures as well as the relevant experts, should take appropriate measures to ensure that information is exchanged regularly. |
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Details (PDF) |
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536 18.12.2017 Aircraft |
The European Aviation Safety Agency (EASA) should take measures to ensure that all those on board, particularly those on the front seats, are protected from significant injuries to the head and upper body. |
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Details (PDF) |
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18 Helicopter |
Topic: Installation of an alternator filter subject to a PMA granted by the FAA Target group: Aircraft owners, operators and maintenance companies In all aircraft that have been retrofitted with an alternator filter mounted on the alternator subject to a PMA granted by the FAA, it should be ensured that no short circuit can occur between the earthed alternator filter housing and the electrical system. | Details (PDF) | |
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533 26.04.2018 Ecolight |
The European Aviation Safety Agency (EASA) and the Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that operators and owners of aircraft with a Rotax engine of type 914 are informed of the described safety deficiency and that the electrical system in their aircraft is free of defects. |
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Details (PDF) |
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534 26.04.2018 Ecolight |
The European Aviation Safety Agency (EASA) and the Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that all aircraft with a type 914 Rotax engine are capable of early detection of regulator rectifier and generator failure and of battery drainage. |
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Details (PDF) |
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540 31.07.2018 Helicopter |
Together with SUVA, the Swiss National Accident Insurance Fund, and the helicopter transportation companies, the Federal Office of Civil Aviation (FOCA) should take measures to improve the safety of employees and third parties with regards to the consequences of downwash. |
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Details (PDF) |
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542 10.09.2018 Helicopter / Aircraft |
The Federal Office of Civil Aviation (FOCA), in conjunction with flight schools and other affected stakeholders, should ensure that pilots and other persons involved in flight operations are instructed and made aware of wake turbulence from helicopters and the resulting hazards. |
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Details (PDF) |
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541 25.09.2018 Aircraft / Aircraft |
The Air Traffic Controlling Office (Bundesaufsichtsamt für Flugsicherung – BAF) should in cooperation with the air navigation service provider Deutsche Flugsicherung (DFS), Skyguide and Austro Control GmbH examine to what extent the operating concept could be improved upon during the aviation exhibition. |
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Details (PDF) |
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532 26.09.2018 Aircraft |
In cooperation with the airport operator, the Federal Office of Civil Aviation (FOCA) should seek solutions that make it possible for flight crews to clearly identify the limits of the runway turn pad. |
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Details (PDF) |
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11 Ecolight |
Topic: Emergency procedures with regards to the Comco Ikarus C 42; engine failure after take-off Target group: General aviation pilots and flight instructors, manufacturers, flight schools and the Federal Office of Civil Aviation (FOCA) The recommendation from the manufacturer stands in salient opposition to the generally known recommendations in current teaching materials provided by well-known aviation organisations in Switzerland. Furthermore, the manufacturer does not provide information regarding the conditions under which such a 180° turn could be flown. In this accident, the 180° turn was initiated at a height considerably higher than the stated minimum, but still did not allow the crew to find a suitable spot for an emergency landing. This shows that, in order to determine a decision height, an analysis of factors relevant to the situation such as runway, obstacles, topography, wind, aircraft mass, etc. has to take place before the take-off. In particular, the operators of this type of aircraft should raise awareness among their pilots regarding this and make the consequential potential risks a subject of discussion. | Details (PDF) | |
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12 Ecolight |
Topic: Design of the system for controlling engine power in the Comco Ikarus C 42 aircraft type Target group: General aviation pilots and flight instructors, manufacturers, flight schools, maintenance companies and the Federal Office of Civil Aviation (FOCA) There was no indication of pre-existing technical faults that could have caused or influenced the accident. In particular, the technical examination of the engine did not reveal any evidence that could explain the engine stoppage. It cannot be ruled out that, in order to correct the angle of descent, which was too steep, the crew of HB-WAS adjusted the throttle too abruptly and the engine subsequently stopped. It should be noted, however, that this phenomenon is rarely observed with this engine type. The design of the system for controlling engine power in the Comco Ikarus C 42 aircraft type is not equipped with a mechanical stop for the ‘idle’ throttle position on the cockpit side. It is therefore possible that, by unintentionally pulling the throttle back fully to the front edge of the seat, the carburettor’s mechanical stops can be exceeded. Subsequently, as was demonstrated in tests, the engine spontaneously stops. A mechanical stop in the cockpit, as is considered necessary by the engine manufacturer, would eliminate this problem. In particular, operators of this type of aircraft should raise awareness among their pilots regarding this and make the consequential potential risks a subject of discussion. | Details (PDF) | |
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3 Aircraft |
Topic: Simulator training Target groups: flight crews, airline training instructors and manufacturer of training devices The aviation operators shall take steps to include pressurization problems more broadly in flight simulator exercises. Flight crews shall, thereby, not remain focused solely on decompression and emergency descent during pressurization problems. | Details (PDF) | |
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504 23.10.2018 Aircraft |
The European Aviation Safety Agency (EASA), together with the aircraft manufacturer, should ensure that flight crews are notified in an appropriate way when the cabin altitude is below -2,060 ft. |
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Details (PDF) |
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548 20.11.2018 Aircraft |
The Federal Office of Civil Aviation (FOCA), in cooperation with the flight operator, should take appropriate measures to ensure that the sister aircraft, HB-HOP and HB-HOS, are inspected for corrosion damage and defects in system components. |
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Details (PDF) |
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544 05.12.2018 Aircraft |
The Federal Office of Civil Aviation (FOCA), together with Skyguide air navigation services and the Bern gliding club, should review the practicality of the gliding agreement and, if it is to be retained, take appropriate measures to ensure that users can handle this special arrangement simply and safely. |
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Details (PDF) |
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543 03.01.2019 Aircraft / Aircraft |
The Federal Office of Civil Aviation, together with the Air Navigation Service Provider Skyguide, should take the necessary measures to increase the situational awareness of air traffic controllers at regional airports by means of an acoustic warning in addition to the visual display of an STCA warning. |
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Details (PDF) |
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554 17.06.2019 |
The Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that the acoustic warning signal can be heard by third parties on the ground when an emergency landing is initiated. |
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Details (PDF) |
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553 17.06.2019 |
The Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that the emergency parachute is capable of withstanding the possible load. |
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Details (PDF) |
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23 Aircraft / Aircraft |
Topic: Planning of formation flights Target group: Pilots of aircraft performing formation flights Crews are reminded that detailed planning and a comprehensive briefing with all pilots involved are crucial for the safe execution of formation flights. The complexity of the flight manoeuvres and the planned flight paths should be planned based on the level of experience of the pilots involved and the aircraft used, with their specific performance characteristics and visibility conditions. All pilots must be aware of the responsibilities and procedures in the event of unclear situations during the flight. | Details (PDF) | |
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545 20.06.2019 Aircraft / Aircraft |
The Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that pilots who are granted special authorization to fly below the minimum flight altitude and are authorized to participate in a formation flying demonstration receive sufficient training for the relevant position in the formation and, in particular, are familiar with the tasks associated with that position. |
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Details (PDF) |
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547 21.08.2019 Aircraft |
The Federal Office of Civil Aviation (FOCA), together with the airport operator, should take measures to improve the lighting situation on taxiways in the sector Grely at night. |
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Details (PDF) |
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24 Aircraft / Glider |
Topic: Use of the transponder and contact with air traffic control in the vicinity of regional airports with instrument approach Target group: Aero-Club of Sitzerland (AeCS) and all airspace users The Aero Club of Switzerland should raise awareness among its members of the fact that increased IFR traffic is to be expected in Class E airspace which borders on Control Zones (CTR) and Terminal Control Areas (TMA) of regional airports such as St. Gallen-Altenrhein. Keeping the transponder switched on continuously and making contact with the aerodrome controller of the respective aerodrome to communicate their own position and flying altitude are the only possible way, besides ‘see and avoid’, to make a VFR aircraft detectable for IFR traffic. | Details (PDF) | |
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555 03.12.2019 Powered Glider |
The European Aviation Safety Agency (EASA) should take suitable measures to ensure that the training for self-launching gliders with retractable engines is adapted to the type-specific risks. |
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Details (PDF) |
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549 14.01.2020 Aircraft / Aircraft |
The Federal Office of Civil Aviation should ensure that the risk of a runway incursion at the intersection of taxiway Z with concrete runway 05 is indicated on the airport diagrams. |
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Details (PDF) |
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550 14.01.2020 Aircraft / Aircraft |
The Federal Office of Civil Aviation should ensure that air traffic control’s operating procedures are adapted to take account of the risk of runway incursions identified at the intersection of taxiway Z with concrete runway 05. |
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Details (PDF) |
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551 14.01.2020 Aircraft / Aircraft |
The Federal Office of Civil Aviation should ensure that the RIMCAS safety net is configured in such a way that it emits an alarm that is noticed in weather conditions other than poor visibility. |
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Details (PDF) |
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552 25.02.2020 Aircraft |
Together with the manufacturer, the National Aircraft Certification at Transport Canada (TC) should ensure that the spoilers are not automatically deployed when taking off with insufficient takeoff power. |
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Details (PDF) |
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558 15.09.2020 Aircraft |
The Federal Office of Civil Aviation (FOCA), together with air traffic control and the airport operator of Geneva, should take appropriate measures to reduce the risk of a landing aircraft being endangered by the wake turbulence of a previously departing aircraft. |
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Details (PDF) |
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559 15.09.2020 Aircraft |
The Federal Office of Civil Aviation (FOCA), together with air traffic control and the operators of all national and regional airports in Switzerland, should review the existing operational procedures regarding the hazard of wake turbulence. |
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Details (PDF) |
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560 15.09.2020 Aircraft |
The European Union Aviation Safety Agency (EASA) should reconsider and adapt the insufficiently differentiated minimum separation requirements regarding wake turbulence, especially in the case of displaced runway thresholds. |
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Details (PDF) |
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556 20.10.2020 Helicopter |
The Federal Office for Civil Aviation (FOCA) should take the following measures to prevent cable collisions: - Ensure an aviation obstacle database that represents the current state as far as possible. - Promotion programme for sensor-based, autonomous obstacle warning systems. |
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Details (PDF) |
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567 22.12.2020 Aircraft |
The Federal Office of Civil Aviation should require the air operator to determine key performance data of its Ju 52/3m g4e aircraft following a major overhaul, and adapt the corresponding documents accordingly prior to the aircraft type being released for service. |
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Details (PDF) |
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562 22.12.2020 Aircraft |
Until safety recommendation no. 561 has been implemented, the Federal Office of Civil Aviation should ensure that the risks specific to the particular flight operations involving passengers on annex I aircraft, as defined in European Regulation 2018/1139, are identified and effectively reduced with an effort suited to the complexity and scale of the respective operation. |
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Details (PDF) |
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564 22.12.2020 Aircraft |
The Federal Office of Civil Aviation, together with organisations which operate historic aircraft primarily for the transport of passengers, should define effective risk-based management and supervisory measures which are capable of identifying and correcting the specific problems with this type of operation at an early stage. |
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Details (PDF) |
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565 22.12.2020 Aircraft |
The Federal Office of Civil Aviation should improve its organisation of audits and inspections in such a way as to improve the exchange of information within the authority, as well as to enable both critical analysis of the organisation concerned and the identification of relevant problem areas more effectively. |
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Details (PDF) |
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566 22.12.2020 Aircraft |
The Federal Office of Civil Aviation should acquire the necessary technical and methodological expertise for the supervision of historic aircraft or make it available from an independent party. Furthermore, it should ensure that supervision is exercised in an effective manner. |
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Details (PDF) |
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561 22.12.2020 Aircraft |
The Federal Office of Civil Aviation should ensure that rules are adapted to air operations with passengers on aircraft referred to in annex I of European Regulation 2018/1139 and that these effectively address the risks specific to such operations. |
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Details (PDF) |
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563 22.12.2020 Aircraft |
When granting exemptions for annex I aircraft, as specified in European Regulation 2018/1139, the Federal Office of Civil Aviation should take into account the risks specific to their relevant operation and periodically review the exemptions. |
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Details (PDF) |
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568 30.03.2021 Aircraft |
The Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that, with the start of the switch to electronic logbook systems, authorised persons have unrestricted access to information on the technical condition of the aircraft. |
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Details (PDF) |
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571 27.04.2021 Aircraft |
The FOCA should supplement the aircraft register with an entry for electrically powered aircraft. |
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Details (PDF) |
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570 27.04.2021 Aircraft |
The European Union Aviation Safety Agency (EASA), in cooperation with the aircraft manufacturer, should ensure that the seat belt attachment points can withstand such forces in all aircraft types which have an airframe similar to the Alpha Electro 167. |
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Details (PDF) |
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569 27.04.2021 Aircraft |
The European Union Aviation Safety Agency (EASA) should ensure that the aircraft manufacturer adapts the propulsion unit's cooling system in such a way that the failure of a single system component, such as the circulating pump, does not significantly affect cooling and consequently motor power. |
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Details (PDF) |
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572 27.04.2021 Aircraft |
The FOCA should, in cooperation with aerodrome operators and the emergency services which are usually involved in accidents involving aircraft, take measures to raise awareness of the hazards posed by electrically powered aircraft and how these can be countered. |
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Details (PDF) |
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580 Helicopter |
The US Federal Aviation Administration should take appropriate action to ensure that engine manufacturer Lycoming Engines takes the proper steps to remedy the manufacturing deficiencies that have been identified. | Details (PDF) | |
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578 21.09.2021 Helicopter |
The European Union Aviation Flight Safety Agency (EASA) should take appropriate action to ensure that all operators of O-360-series Lycoming Engines identify and remedy narrowed sections of the oil duct in the accessory housing caused by possible manufacturing deficiencies. |
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Details (PDF) |
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579 Helicopter |
The US Federal Aviation Administration (FAA) should take appropriate action to ensure that all operators of O-360-series Lycoming Engines identify and remedy narrowed sections of the oil duct in the accessory housing caused by possible manufacturing deficiencies. | Details (PDF) | |
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576 19.10.2021 Aircraft |
The Canton of Nidwalden's Office for Mobility, in collaboration with the cantonal police department, the Federal Office of Civil Aviation (FOCA), Pilatus Aircraft Ltd and the operators of Buochs airport (LSZC) should implement measures to reduce the risk of a collision between users of the cantonal road and aircraft at the crossings on taxiways C and D. |
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Details (PDF) |
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581 21.12.2021 Powered Glider |
The European Union Aviation Safety Agency (EASA), in cooperation with the aircraft manufacturer Scheibe Aircraft GmbH, should take measures to ensure that SF 25 motor gliders are only operated if there are no such signs of corrosion on their control components and control rods. |
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Details (PDF) |
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574 24.05.2022 Aircraft / Aircraft |
Prior to the full implementation of the AVISTRAT-CH project and in a timely manner, the Federal Office of Civil Aviation (FOCA) should take appropriate measures, including measures in the area of the safety recommendations No. 466, 467, 468, 484, 518 and 519 already issued, to ensure that the risk of a close encounter as a result of an airspace infringement is reduced. |
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Details (PDF) |
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577 31.05.2022 Aircraft |
The Federal Office of Civil Aviation (FOCA) should take measures to ensure that the operation of microlight aircraft in Swiss airspace meets minimum safety requirements. At the same time, it should be considered whether microlight aircraft that meet these minimum requirements can also be licensed in Switzerland. |
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Details (PDF) |
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575 31.05.2022 Aircraft / Aircraft |
The Federal Office for Civil Aviation (FOCA) should reconsider the classification of the airspace affected by IFR arrivals and departures from Sion, so that all flights operating there can be managed by the air traffic control service. |
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Details (PDF) |
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584 19.08.2022 Powered Glider |
The European Union Aviation Safety Agency (EASA), in cooperation with the aircraft manufacturer DG-Flugzeugbau GmbH, should take measures to ensure that gliders of the type DG 800 B can be operated safely with regard to the installation of the rod ends. |
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Details (PDF) |
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583 23.08.2022 Powered Glider |
The European Union Aviation Safety Agency (EASA), in cooperation with the aircraft manufacturer Schempp-Hirth and the manufacturer of the auxiliary engine Solo Vertriebs- und Entwicklungs-GmbH, should define appropriate specifications concerning the maintenance of the auxiliary power unit and in particular its propeller axle. |
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Details (PDF) |
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582 23.08.2022 Powered Glider |
The European Union Aviation Safety Agency (EASA), in cooperation with the aircraft manufacturer Schempp-Hirth and the manufacturer of the auxiliary engine Solo Vertriebs- und Entwicklungs GmbH, should take appropriate measures to en-sure that the propeller axles of all engine models of the 2350 series have sufficient structural strength. In material science, the term “structural strength” refers to the determined fatigue strength of a component in its actual shape. |
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Details (PDF) |
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45 15.11.2022 Aircraft |
General aviation operators in Europe should emphasise the dangers of navigating through mountain passes and adapt flight tactics according to the predefined flight plan. For mountain flights, many recommendations on safety measures such as flight tactics, flight plan and equipment can be found in the VFR manual under rules of the air and air traffic services (RAC) 4-5-2, 4-5-3. | Details (PDF) | |
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586 28.03.2023 Powered Glider |
The European Union Aviation Safety Agency (EASA) should establish maintenance specifications in relation to material fatigue and ageing for older aircraft with high operating times and of a similar design type to the Scheibe SF 25. |
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Details (PDF) |
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538 30.05.2023 Aircraft / Aircraft |
The European Union Aviation Safety Agency (EASA) should take appropriate measures to ensure that internationally standardised guidelines are applied to public airshows in all Member States. These guidelines should define the conditions for obtaining a display authorisation, describe the theoretical and practical training as well as the verification of the pilots' knowledge and flying skills. They should also define the requirements for issuing special formation display authorisations. |
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Details (PDF) |
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539 30.05.2023 Aircraft / Aircraft |
The Federal Office of Civil Aviation (FOCA) should ensure the assessment of hazards and the evaluation of risks to third parties during public air shows, as well as require the organiser to take precautionary measures to ensure safety. |
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Details (PDF) |
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537 30.05.2023 Aircraft / Aircraft |
The European Union Aviation Safety Agency (EASA) should take appropriate measures to ensure that systematic theoretical and practical training as well as a corresponding rating are required to perform formation flying. |
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Details (PDF) |
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588 06.06.2023 |
The Federal Office of Civil Aviation (FOCA) should ensure that operators of drones that are used in scenarios with higher risk – in particular for flights beyond the visual line of sight (BVLOS) over populated areas – comply with Service Bulletins on flight-critical components or their software. |
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Details (PDF) |
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591 06.06.2023 |
The Federal Office of Civil Aviation (FOCA) should ensure that the manufacturer aims to use a redundant propulsion concept – in particular for flights over populated areas – in order to reduce the propulsion-related failure probability due to material wear or exogenous factors such as bird strike. |
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Details (PDF) |
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590 06.06.2023 |
The Federal Office of Civil Aviation (FOCA), together with the operator or manufacturer, should take appropriate organisational or technical measures to ensure that take-off is prevented in unsuitable environmental conditions which could lead, for example, to condensation or icing. |
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Details (PDF) |
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587 06.06.2023 |
The Federal Office of Civil Aviation (FOCA) should take appropriate measures to ensure that the impact energy of a drone descending to the ground by parachute does not pose a risk of serious injury to third parties on the ground. |
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Details (PDF) |
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589 06.06.2023 |
The Federal Office of Civil Aviation (FOCA) should ensure that the manufacturer revises the conditions for triggering the automatic flight termination system so that suitable measures (contingency procedures) are taken to achieve a controlled flight abortion before the parachute is triggered and the drone descends to the ground in an uncontrolled manner. |
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Details (PDF) |
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594 12.09.2023 Aircraft |
The Federal Aviation Authority (FAA) should ensure that the manufacturer modifies the flight control display to best avoid the possibility of confusion between the left and right spoilers; this recommendation should apply to all aircraft equipped with similar displays. |
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Details (PDF) |
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593 12.09.2023 Aircraft |
The Federal Aviation Authority (FAA) should ensure that the manufacturer updates checklists in line with changes made by a service bulletin. |
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Details (PDF) |
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585 31.10.2023 Aircraft / Aircraft |
The Federal Office of Civil Aviation (FOCA) should, as soon as possible, take appropriate measures to reduce the risk of airprox in the Sion TMA resulting from the presence of IFR traffic in class E airspace, for example by permanently activating the current TMA via NOTAM ('TMA TEMPO') or by establishing a TMA that can be activated at short notice via voice radio if required ('TMA HX'). |
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Details (PDF) |
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596 28.05.2024 Glider |
The International Civil Aviation Organization (ICAO), in cooperation with its member states, should provide a database for emergency services so that they can be aware of the hazards posed by all aircraft involved in accidents without delay. |
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Details (PDF) |
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597 28.05.2024 Glider |
The Federal Office of Civil Aviation (FOCA) should, until the implementation of Safety Recommendation No. 596, provide a database for emergency services so that they can obtain information about the hazards posed by all aircraft involved in accidents in Switzerland without delay, irrespective of their country of registration. |
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Details (PDF) |
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598 28.05.2024 Glider |
The Council of the International COSPAS-SARSAT Programme Agreement should, in cooperation with the states party to the agreement, make efforts to ensure that information, among other things, on the presence or absence of a Ballistic Parachute Systems (BPS) is included into the coding of aircraft 406 MHz Emergency Locator Transmitters (ELT). |
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Details (PDF) |
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57 28.05.2024 Glider |
Subject: Information in ATC flight plans for the benefit of search and rescue (SAR) Target group: All operators of aircraft ATC flight plans contain information relevant to search and rescue (SAR), including, for example, information on the number of occupants, the color scheme of the aircraft or the emergency equipment. Optionally, any other information can be added. After an accident involving an aircraft, an ATC flight plan provides various information that is important for search and rescue in a timely and easily accessible manner. Accordingly, emergency forces can be informed about possible hazards, and life-saving immediate measures are not unnecessarily delayed. It is therefore obvious that filing an ATC flight plan is beneficial for flight safety and is reasonable for every flight, irrespective of the aircraft type or the planned flight. For example, for glider flights without previously known specific flight route, a point in the intended direction of flight can be entered in the field "Route" of the ATC flight plan. In order to provide the emergency services with the most detailed information possible in the event of an emergency, it is necessary and sensible to include corresponding information on a ballistic parachute system or on other hazard sources such as an electric propulsion system in field no. 18 "Other information" of the ATC flight plan. This information should include specific details such as for example the manufacturer and type of the ballistic parachute system (example: "RMK/ BPS installed, type Galaxy GRS6-600"). | Details (PDF) | |
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595 20.08.2024 Aircraft / Glider |
The Federal Office of Civil Aviation (FOCA), together with the Rescue Coordination Centre (RCC), should assess and, if necessary, adapt the organisation and operation of the RCC. |
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Details (PDF) |
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56 20.08.2024 Aircraft / Glider |
Target group: Pilots, flight instructors, flight schools, owners and operators of aircraft The "see and avoid" principle for collision avoidance does not always work satisfactorily. For this reason, it should be supplemented by technical and operational aids for collision avoidance in the direction of a "sense and avoid" principle. The following can serve this purpose: - Mutually compatible collision warning devices; - Transponder/ADS-B out; - Collision warning lights; - Conspicuous coloring; - Regular and meaningful position reports on the radio. Technical aids are only useful if they are correctly installed and maintained to ensure that they function properly. This includes, in particular, necessary software and database updates. Furthermore, these aids can only be effective if their users are aware of how they work and their possibilities and limits, so that they can use them adequately and effectively to support collision prevention. | Details (PDF) |
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