GeeBee

It also goes the other way. Some years back I was being ramp checked in Amsterdam and was asked to produce my "EASA Foreign Air Carrier Certificate". The inspector says a copy must be carried in each aircraft. A phone call to the Ops Center and a discussion with the Regulatory Desk" revealed that my company had an operations specification with EASA that stated the certificates were retained at corporate headquarters. All ended well.

But to operate in the US under a Foreign Air Carrier Certificate they have to comply with Part 135.

It is an FAR requirement. I do too but the same operator "professional pilots" less than 2 years earlier could not put the airplane down and stop it in 9,400'.

One, having done flight ops quality assessment on a major Mexican airline our team found many discrepancies in training and experience. This is not new. This airplane was operated by the Interior Ministry of the Government of Mexico and nobody in any seat was remotely qualified to operate to operate the Lear 45 https://en.wikipedia.org/wiki/2008_Mexico_City_Learjet_cras " Pilot Martín Olíva and co-pilot Álvaro Sánchez[13] were not certified to operate the Learjet 45. The investigation concluded that both pilots had received fraudulent certifications: Captain Olíva lied about the number of training flights he had made, and had issues on the few training flights he did complete, while Captain Sánchez lied about being a Learjet 45 instructor. Both men had taken advantage of a corrupt system to get false training documents and some unsigned Learjet 45 certification forms from their flight schools. These revelations led Mexican authorities to suspend the licences of both flight schools. Conversation among the flight crew further indicates that they had little familiarity with the operation of the plane; they voiced confusion on several occasions about the cockpit instruments and failed to enter the proper information into the flight computers, did not follow a proper flight plan, and had navigational difficulties, missing their original arrival to San Luis Potosí by over 250 nautical miles (460 km). Further, their in-flight conversations were more of the nature of people driving a car, not of trained pilots following a proper flight plan. That corrupt system still exists. Second, Jet Rescue Air Ambulance crashed a Lear 35 in Cuernavaca in 2023. One crash for a small operation is a tragedy, two in as many years is a trend. https://asn.flightsafety.org/wikibase/347512

Anything with an XA registration is suspect competence.

That is correct.

I would not put a lot of trust in a/c position right now until a more substantive survey has been completed.

The bomb. Guys in AK say the same thing.

As the tapes come out I notice two things which really stand out to me. 1. The acceptance of visual separation by the helicopter. I guess for helicopters, not unusual but at night? I never accept a visual separation at night. Too easy to call the wrong aircraft or get lost in the lights. Depth perception is also difficult so judging distances and closure rates much more difficult. In this case add in NVG and stir well. 2. One controller, two frequencies. In one tape you can hear the controller talking to both aircraft but you don't hear the Blackhawk. I assume he was on Uniform. Whenever I hear a controller talking on two frequencies, the hair on the back of my neck stands up. I see this often with a controller handling two runways with different frequencies. It should be banned. Everyone should be on the same "party line" with a given controller. It used to be many military aircraft did not have Victor radios but I know that has changed because the size of radios has changed greatly. In airspace like DCA, everyone should be on Victor and on the same frequency if the paths are going to cross.

Had Edison do mine 2 years ago. He is the bomb on leaky tanks.

Sorry I missed you this year Alan. I had eye surgery so I will probably go to Branson.

Sorry, I missed the sarcasm. You are correct..and humorous.

Boeing management would be ousted over that kind of deal. They have fiduciary responsibilities.

I am sure the executives of ForeFlight are looking at Jeppesen and trying to bring value to their operation. Both are owned by Boeing and Boeing has put Jeppesen up for sale to reduce debt. Only a matter of time before ForeFlight gets put up on the block.

Have you done a compression check on each cylinder?