Infringement hotspots face big reduction targets.

The number of serious airspace infringements at six of the highest risk air traffic zones in the UK, should be cut by much as 50 per cent over the next 12 months, to head off the need for further action, the UK Civil Aviation Authority (CAA) has announced. Possible options under consideration, should the target for the particular hotspot not be met, include the deployment of bespoke ‘surveillance mandatory zones’.

Working teams, made up of local pilots, airport operators, air traffic controllers and CAA representatives, in each of the ‘hotspots’, have agreed the targets and committed to delivering the reductions through improvements to current procedures by December 2015. The six hotspots, which account for a significant proportion of the annual UK total, are:

  • Birmingham
  • Gatwick
  • Heathrow
  • Luton
  • Southampton
  • Stansted

The new strategy follows significant efforts over a number of years to educate general aviation pilots on how to avoid infringing Controlled Airspace, Danger Areas and Temporary Restricted Airspace. However, despite such campaigns, by the Airspace & Safety Initiative (ASI) and others, infringement rates have shown no significant decline over the last ten years.

The reduction targets include both high risk and overall numbers of infringements, with a success target based on high risk event numbers. The Southampton Local Airspace Infringement Team (LAIT), for example, will need to see high risk infringements reduce from the current annual average of 23 to 12.

Failure to achieve the target could see the future introduction of surveillance mandatory zones (SMZ) to provide a conspicuity buffer around particular hotspot. The aim of the SMZ will be to provide a ‘known traffic environment’ around the hotspot’s class D airspace. This could lead to a requirement for the mandatory use of radios and/or transponders in that buffer area. Other options, such as rationalising airspace boundaries, are also a potential solution.

The LAITs for each hotspot have been established and regular meetings are already underway. ASI will notify the general aviation community of their progress over the coming months.

VFR Guide for Norway - 2015 Edition.

The CAA Norway has updated its VFR Guide. The booklet is made to assist you as a VFR pilot in your planning and conduct of flight within Norwegian airspace. Here you can download it for free.

The vast majority of the Norwegian land masses consist of mountainous terrain with countless valleys and deep fjords. You will enjoy a spectacular scenery and great fun while flying in these areas, but you should also bear in mind that the environment may suddenly “bite” you during unfavourable flight conditions.

This booklet tries to raise the awareness of such unfavourable flight conditions. Relevant rules and regulations applicable to VFR flights within Norway are covered and so is other information necessary for safe planning and conduct of flight. Set your own limitations and prepare for the expected so you do not have to recover from the unexpected!

VFR Guide for Norway - 2015 edition (Low resolution)

VFR Guide for Norway - 2015 edition (Print resolution)

AOPA Supports FASVIG Airspace Change Proposals.

AOPA has written in support of the proposal to amend the Solent CTA6 by raising the base by 500 feet to 3,000 feet.
This will clearly improve the safety of the airspace by increasing the narrow lanes of Class G above the Fleetlands ATZ and reduce the environmental impact of aircraft unnecessarily over-flying Portsmouth in order to avoid Class D airspace.
At the same time AOPA, for as long as I can remember, has voiced concerns over Airway Q41.  It was a hobby horse of the late Peter Skinner.  The proposed amendment is to make the Airspace below FL80 Class D which would allow VFR Flights greater access when crossing the Channel;  flying higher than the current 3,500 feet across a long sea transit has a number of benefits.
AOPA believes that such an amendment would improve flight safety and would be in line with the CAA policy (DAP) on the safe and efficient use of the UK’s Airspace for all users.
If you wish to add your weight to the proposal you only have until June 20th to do so.

For more information about FASVIG and links to proposals go to


For the Solent CTA 6 proposal go to
For the Airway Q41 proposal go to

Martin Robinson



Welcome to the May 2015 Enews of IAOPA Europe, which goes out to 23,000 aircraft owners and pilots in 27 countries across the continent.

Newsletter now available on the IAOPA EU website

EASA and IATA Move to Reduce Risk of Loss of Control Accidents :

The European Aviation Safety Agency (EASA) and the International Air Transport Association (IATA) announced the publication of new training requirements for airline pilots to prevent loss of control situations.

The so called “upset prevention and recovery training” (UPRT) requirements aim to better train pilots in order to face unexpected events, potentially leading to a loss of control. The requirements are based on International Civil Aviation Organization (ICAO) standards and recommended practices and have been developed by EASA in consultation with leading industry experts. All European Airlines and commercial business jet operators are required to implement these provisions by May 2016.

Patrick Ky, EASA Executive Director, said: “A number of accidents in the recent years have demonstrated that Loss of Control remains a major area of concern for aviation safety and should be tackled with the highest priority”.

“Although LOC-I events are rare, 97% of the LOC-I accidents over the past five years involved fatalities to passengers or crew. Partnering with EASA on this important initiative based on global standards and best practices will reduce the likelihood of such events in future,” said Tony Tyler, IATA Director General and CEO.

IATA through its Pilot Training Task Force is developing detailed guidance material in support of the implementation of the provisions by its European members.

More information on the new training requirements available on the EASA website.

Dublin Flight Information Listening Squawk :

Dublin Flight Information will be introducing a listening squawk 0401 from 20th May 2015, when listening to FIS Frequency 118.500 MHz.

The Listening Squawk, officially known as a Frequency Monitoring Code, will play a vital role in reducing infringements of controlled airspace by enabling air traffic controllers to alert pilots if their aircraft looks likely to infringe. Any aircraft fitted with a Mode A/C or Mode S transponder can use these codes.

By entering the 0401 squawk code into the transponder and listening to the published radio frequency, a pilot signifies to Dublin Air Traffic Control that he/she is actively monitoring radio transmissions on the Flight Information Frequency (FIS) 118.500 and that their aircraft position is visible on radar. A call to FIS can still be made to request a flight information service but it is expected that the number of calls to the frequency will reduce.

Airspace Incursion Warning for controllers will continue to be available but the Listening Squawk will add a further safety net to help ensure aircraft do not infringe controlled airspace.

The selection of the 0401 squawk by pilots does not imply the provision of an ATC service.


At International, European and National level, civil aviation has grown resulting in the (perceived) need for more regulated airspace or ‘capacity’.

Within the EU, the Single European Sky ATM Research (SESAR) programme has been established to develop and deploy modern ATM technologies to meet the need for capacity whilst reducing cost, improving safety and mitigating environmental impact.

In the UK, the CAA has been an early advocate of the need for change and modernisation so launched the Future Airspace Strategy (FAS) in 2011. But, FAS only addressed Commercial Air Transport (CAT) in its first iteration and

  • Regulated Airspace in the UK has developed in a piecemeal way with legacies from military and civil aviation that are no longer fit for purpose.
  • Changes in airspace can compromise the access for VFR operations into it
  • Information and communication do not serve the VFR community well

So, the CAA needed a way to deliver the FAS vision beyond CAT.  Hence the FAS VFR Implementation Group (FASVIG) was formed at the end of 2013 as a collaboration between:

  • business and general aviation
  • the flight training industry
  • sporting and recreational aviation
  • NATS
  • Airlines
  • Airports
  • MOD
  • CAA

Members of FASVIG

  • AOPA UK Aircraft Owners and Pilots Association UK
  • Ascent Flight Training
  • Birmingham Airport Limited
  • Blackpool Airport
  • BBAC     British Balloon and Airship Club
  • BGA     British Gliding Association
  • BHPA     British Hang Gliding and Paragliding Association
  • BHA     British Helicopter Association
  • BMAA     British Microlight Aircraft Association
  • Cambridge International Airport
  • CAA     Civil Aviation Authority
  • CHIRP     UK Confidential Human Factors Incident Reporting Programme for aviation
  • Damyns Hall Airfield
  • EasyJet
  • Flyer Magazine
  • GAA     General Aviation Alliance
  • Leeds Bradford International Airport
  • LAA     Light Aircraft Association
  • Light Airlines
  • Light Aviation Magazine
  • Met Office
  • MOD     Ministry of Defence
  • NATS     National Air Traffic Services
  • Pilot Magazine
  • PPL/IR
  • Shoreham Airport
  • Stapleford Flight Centre
  • UK Airprox Board

The new dedicated website was launched on 14th April 2015 by the Future Airspace Strategy VFR Implementation Group (FASVIG).

It has been built since the GA Event at Duxford on 28th March and the successful launch of Version 1 of the FAS VFR Implementation Programme.
As well as providing details of the Implementation Programme and FASVIG, the website enables people to subscribe for:

FASVIG General Aviation Newsletters
Updates on Airspace Change Proposals in which FASVIG has an interest

See here:

Volunteer for FASVIG
For those that want to get involved in helping FASVIG deliver the Implementation Programme but who did not have the opportunity to Volunteer at the GA Event, you can now Volunteer online here:

We have 25 'Packages of Change' to deliver which will involve many teams covering the whole of the UK. So we need your help!
  At the time of writing this article, 32 AOPA Members have vounteered to help FASVIG so far but we need more volunteers from all regions of the country.

Steve Hutt

FASVIG Programme Coordinator

Bristol Airport Frequency Monitoring SSR Code 5077 -

The CAA have published Information Notice IN-2015/031 to promulgate the allocation of Secondary Surveillance Radar (SSR) Code 5077 as the Bristol Airport SSR Monitoring Code, effective
28 May 2015.

You can download the notice by clicking here to view IN-2015/031.

IN–2015/027 Allowing Instructors to Revalidate SEP and TMG Class Ratings :

The CAA have published Information Notice Number: IN–2015/027  which advises that FI(A)'s and CRI's, who are specifically authorised by the CAA, are now authorised to extend the validity of a pilot’s SEP and TMG class ratings where the licence holder has met the requirements for revalidation by experience and the licence is a UK Issued licence.

The Information Notice reads :

1 Introduction

1.1 Flight Instructor (Aeroplane) (FI(A)) and Class Rating Instructors (CRI) that are valid for Single  Engine Piston (SEP) and/or Touring Motor Glider (TMG) are now authorised to extend the  validity of a pilot’s SEP and TMG class ratings where the licence holder has met the  requirements for revalidation by experience. Instructors need to be specifically authorised by  the CAA to be able to do this.

2 Scope

2.1 A pilot can renew their SEP or TMG rating by completing 12 hours flying in that class of aircraft in the 12 months before their rating expires. That must include:

  • six hours as pilot in command
  • 12 take-offs and 12 landings, and
  • a training flight of at least one hour with a flight instructor or a class rating instructor (pilots are exempt from this flight if they have passed a class or type rating proficiency check or skill test in any other class or type of aeroplane).

If this is completed then the revalidation page in their licence is endorsed to show their rating is valid for another 24 months.

Previously this had to be done by an authorised examiner but from 8 April 2015 this will be extended to include Flight Instructor (Aeroplane) (FI(A)) and Class Rating Instructors (CRI).

2.2 European requirements state that these instructors must be specifically authorised for the task. To achieve that we will add FCL.945 to the privileges shown in the instructor’s licence. This will also be valid for the revalidation by experience of SEP and TMG/SLMG ratings held in UK national aeroplane licences.

2.3 From now on whenever we reissue a licence with a FI(A) or CRI we will automatically add the FCL.945 privilege. If an instructor wishes to add the privilege before this then they can apply using form 1133 for a fee of £53.

The change affects UK-issued licences only, and not those issued by other member states.

3 Queries

3.1 Any queries or requests for further guidance should be addressed to:

Licensing - Shared Services Centre
Civil Aviation Authority
GE, Aviation House
Gatwick Airport

Or e-mail This email address is being protected from spambots. You need JavaScript enabled to view it.

4 Cancellation

4.1 This Information Notice will remain in force until 8 April 2016.

ORS4 No 1093 Instruction and Testing in Permit to Fly Aircraft.

The CAA have announced that any aircraft of 2730 kg or less registered in the United Kingdom with a national Permit to Fly are now exempt from:

a) article 23(1)(c) of the Order, which prohibits such an aircraft from flying for the purpose of aerial work, other than aerial work which consists of flights for the purpose of flying displays, associated practice, test and positioning flights or the exhibition or demonstration of the aircraft;
b) the requirement at article 269(1) that to be a private flight, the only valuable consideration given or promised for a flight must fall within article 269(3).

ORS4 No.1093 can be found here.

GA - Economic Value and Strategy Reports.

In advance of this Saturday’s GA Strategy launch at Duxford, the Department for Transport have published the GA Strategy document and accompanying economic research into the value of GA online:

General aviation: economic value

General aviation strategy

Please let AOPA know if you have any comments on either of these reports.

Additional benefits for AOPA visitors to Jersey.

Charles Strasser, Vice President AOPA UK, has announced additional benefits for AOPA visitors to Jersey.

Worldwide members of AOPA, the Aircraft Owners and Pilots Association, already benefit from 7 days free parking for aircraft under 3 tonnes at the Jersey Aero Club and a 5% discount on duty and tax free exported Avgas. Click here to see the low historic and current fuel prices in the Channel Islands.

Now two hotel groups in Jersey, both GA pilot friendly, have agreed to special prices available to paid-up AOPA members. Hotels will ask for pilot ID’s and current AOPA membership card on check in
Morvan Hotels, have two hotels in St. Helier, the Best Western Royal and the Monterey. They will grant a 15% discount off their best available rate and flexible cancellation terms. For bookings use AOPAJY in the promo box in their website or phone their central reservations 01534 873006 quoting the same code.
Dolan Hotels, have three hotels outside St. Helier, the Somerville, Hotel Cristina and the Golden Sands.They will grant a 10% discount off their Advance Purchase Rate (B&B only). For bookings use access code AOPA0814 on their website or phone their central reservations 01534 491900 quoting the same code.


Norwich Controlled Airspace Reduced after CAA Review

Following a recent review of Norwich International Airport’s (NIA) controlled airspace (CAS), the UK Civil Aviation Authority (CAA) has announced a reduction in the size of the Class D airspace. Although acknowledging that the Control Zone (CTR) and Control Area (CTA) around Norwich were working well following their implementation in 2012, the CAA has reduced the upper level of both from FL50 (approx 5,000ft) to 4,000ft. As a result, the transition altitude above the CTR and CTA will therefore be raised from 3,000ft to 5,000ft.

The change was announced in the CAA’s ‘post implementation review’ of the Norwich CAS - published today. NIA and the CAA are working collaboratively to introduce the revised airspace on 17 September 2015, scheduling it with other initiatives being undertaken by the Airport.   NIA will, however, be allowed to request the original upper level be reinstated if they experience an increasing need to hold inbound aircraft at higher levels.

The CAA said it was satisfied that the Norwich CAS had been beneficial in protecting aircraft in the instrument approach and initial departure phases of flight. However, a change to the vertical dimension of the CAS is operationally possible, although not to the lateral dimension. Although aircraft that are not radio equipped are excluded from controlled airspace (without prior permission) the impact on the general aviation community of the Norwich CAS has been minimised, with NIA meeting the original approval requirements to facilitate transit of the airspace. The lack of any safety related events since the CAS came into force endorsed this view.

The CAA tackled suggestions from some respondents to its review that a reduction in movements in 2014 questioned the need for controlled airspace at Norwich.

Phil Roberts, Head of Airspace at the CAA, said: “Protecting the travelling public is at the centre of our decision making process when we consider an airspace change proposal. Although traffic levels have not matched predicted figures at Norwich since the initial airspace change application was made, they have nevertheless increased every year since the industry-wide drop in 2008.” 

In response to the specific issue of gliders being unable to enter the CAS, the CAA said it encouraged pilots of non-radio aircraft to approach Norwich ATC to arrange access.

    Introduction of an Emergency General Aviation Report (GAR) Telephone Line (0845 723 1110)

From 1 March 2015, we are pleased to announce the launch of an Emergency General Aviation Report (GAR) Telephone Line for General Aviation (GA) pilots, operators and owners. If you need to submit or amend a GAR for Border Force purposes in an emergency situation, you may call the GAR Emergency Telephone Line on +44 (0) 845 723 1110.

The emergency telephone line may only be used for a flight that is:

  • not required to report to the police under the Terrorism Act 2000; and
  • outside the GAR reporting timescales.

An emergency may be described as:

  • medical emergency of a pilot/passenger; or
  • air ambulance with critical passenger; or
  • other emergencies requiring a change to information contained within an already submitted GAR; or
  • last minute changes to a submitted GAR, only when changes to online version are not possible.

You are required to complete a GAR prior to your departure. For information about this process please see the link below.

This telephone line is strictly only for the purposes listed above. For all other GA enquiries please visit our online information:

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