Anyone know if further research has been published since the BATA Volcanic Ash workshop last October which had this from Rolls Royce
http://www.bata.uk.com/wp-content/up...y-Clarkson.pdf
and this from Airbus
http://www.bata.uk.com/wp-content/up...rry-Nelson.pdf
The UK CAA seem to expect more advice out in 2014 :
June 2013 CAA Board Minutes :
https://www.caa.co.uk/docs/1743/CAAB...tesJun2013.pdf
7. In relation to volcanic ash, it was noted that Rolls Royce is planning to amend its advice to operators to remove the definition of visible ash as being that with actual ash concentration equal to or higher than 2mgm-3. While this is a disappointing development, Mr Haines reported that the current safety risk assessment approach would continue to apply in any future eruptions. It was highlighted that this would reinforce the need for operators to gain assurance from Original Equipment manufacturers if they wished to continue operating in any ash conditions. It was noted that the results of research to establish engine tolerance to ash were unlikely to be available before 2014 and it was therefore unlikely that a more definitive position by the engine manufacturers would be available before then. Dr Stephen Rooney confirmed that the CAA has publicly indicated the need for industry to take a stronger role in ensuring their ability to operate in any future volcanic ash events and was looking at further targeted media briefing to ensure that a public awareness remained on this issue.
8. The Board recognised the efforts that had been made to influence industry to address the ash issue and also recognised the progress that had been made with respect to forecasting of ash, implementation of a safety risk assessment approach and availability of a civil contingencies aircraft during an ash event. The Board were keen however for continued influencing in respect of industry and ICAO on this matter.
9. The Board discussed the sanctions available to the CAA should an airline attempt to operate in an unsafe manner during a volcanic ash event. It was noted that the CAA could remove the airline’s safety case (if there was one in place), or Air Operator’s Certificate, which would have insurance implications for the operator, and ultimately could close airspace.