Edinburgh Airport - Airspace Change Programme Consultation 2

Edinburgh Airport have announced the start of a second consultation on their proposed Airspace Change Programme.

Gordon Robertson, Director of Communications for Edinburgh Airport has written to AOPA UK as below:

I’m writing to let you know that Edinburgh Airport has now launched the second consultation in our Airspace Change Programme.

Over the summer months, we asked for your opinions on change and we have listened carefully to all that you’ve had to say. Your views have helped shape our thinking and have guided us in making our proposals. We’d now like to share these proposals with you and ask for your feedback.

We’ve worked hard to create the best solution for all – one that meets our regulatory requirements, accommodates our necessary growth and minimises the impact on the people who live in our neighbouring communities.

This is a very detailed process and as someone who may get questions, I want to make sure that you have all the information you need to understand our programme. I have attached a copy of the Consultation Book for you, this includes information on our proposals and our process. We have also developed an interactive website, which allows consultees to input a postcode and see how the airspace change proposals may affect them.

This consultation is being run in accordance with the Civil Aviation Authority’s CAP725 Airspace Change Guidance. To give you confidence, we have also commissioned a Quality Assurance of our consultation process by the Consultation Institute (  Over the next 13 weeks, there will be advertising campaigns and a mailbox drop to all EH, KY and FK postcodes pointing people to the website to provide their feedback. We have also created a Freepost address for those who prefer to communicate or provide their feedback by hand.

I invite all with an interest in our preferred flight path options to give us their views on our proposals.

Please let me know if there is any information you’d like from me that would help you during this programme.

Yours sincerely



Gordon Robertson

Director of Communications


EASA Part-SPO (Specialised Operations) Declaration Form.

The CAA have published IN-2017/002 to notify operators affected by the introduction of Part-SPO that the form for submitting declarations is now available to use

The European Aviation Safety Agency (EASA) Air Operations Regulation (EC) No. 965/2012 contains implementing rules for all aircraft operations which fall under European legislation. The Regulation already applies to those undertaking commercial air transport and non-commercial operations. The final set of implementing rules, those covering Specialised Operations (Part-SPO), will enter into force on 21 April 2017.

CAA Information Notice IN-2016/092 provides further information to operators who will be conducting Part-SPO Operations.

The implementing rules applicable to those conducting such operations contain a requirement for  operators established in the UK  to make a declaration to the  CAA.  There is a further requirement that operators conducting ‘High Risk’ SPO operations must additionally obtain an authorisation from the CAA.

The purpose of this Information Notice (IN) is to highlight that the declaration process is now in place and the High Risk Authorisation process will be in place by 23 January 2017. It is applicable to all Operators, Owners and pilots who will be undertaking Specialised Operations or High Risk Specialised Operations after 21 April 2017.

‘Specialised  operation’  means  any operation,  other than  commercial  air  transport,  where  the aircraft is used for specialised activities  such as agriculture, construction, photography, surveying, observation and patrol or aerial advertisement.

‘High  risk  commercial  specialised  operation’ means any commercial specialised aircraft  operation carried out over an area where the safety of third parties on the ground is likely to be endangered in the event of an emergency or, as determined by the competent authority of the  place  where  the  operation  is  conducted,  any  commercial  specialised  aircraft  operation  that, due to its specific nature and the local environment in which it is conducted, poses a high risk, in particular to third parties on the ground. 

Declaring a Specialised Operation to the UK CAA

Operators who are required to declare a Specialised Operation to the UK CAA are able to do so using the online form provided on the CAA website at .

High Risk Authorisations

Operators who will need to apply for a High Risk Authorisation will be able to do so using the application form available on the CAA Website at from 23 January 2017.

Further information on the activities the UK CAA deems to be a High Risk activity, alongside information on whether an authorisation is required and how to apply for an authorisation  is  also available at


Any queries or further guidance required as a result of this communication should be addressed to This email address is being protected from spambots. You need JavaScript enabled to view it..

CAP1038: CAA Check Flight Handbook.

The CAA have published CAP1038 CAA Check Flight Handbook to support Issue 8 of BCAR A.

The handbook covers:

  • The policy and background behind check flights
  • The purpose of check flights
  • When a check flight is necessary and who can perform it
  • Eligibility of pilots to carry out check flights
  • Insurance cover for check flights
  • Use of schedules currently or formerly published by the UK CAA
  • Procedural aspects and preparation for a check flight
  • Conduct of check flights on light aircraft
  • Conduct of check flights on vintage and ex-military aeroplanes
  • Conduct of check flights on light gyroplanes
  • Performance analysis fixed wing aircraft
  • Post flight procedures and performance analysis: rotorcraft
  • Post flight reporting
  • Guidelines on the experience requirements for pilots to be eligible for conducting check flights

However, it is not a stand-alone training document.



Planning to fly to France?

In 2012, the French government removed many airfields from its list of designated points of entry from non-Schengen countries. Recently another 13 French airfields have lost customs status:

Abbeville, Agen la Garenne, Amiens-Glisy, Annemasse, Besançon la Vèze, La Môle Saint-Tropez, Lannion, Le Castellet, La Roche sur Yon, Lognes Emerainville, Montbéliard Courcelles, Nevers Fouchambault, Vichy Charmeil.

A petition regarding the latest cuts has been started in France by the Fédération Française Aéronautique and can be accessed at

Flight plan closure in France

Closing your flight plan when arriving at a non-ATC airfield in France is important in order to save the unnecessary implementation of SAR action by the French authorities. If you've previously used the 0810 IFR VFR number ( 0810 437 837 ), please make a note that was changed on the 10th November to  +33 (0)1 56 301 301.

CAA publishes criteria for 8.33 radio fund.

The CAA have now published the criteria for people to be able to see if they can claim for the 20% rebate for a new radio. As previously confirmed the CAA have received the EU funding for this.

People can’t yet apply, as the application form is currently being developed, but the GA Unit hope to publish this early in the new year,

The criteria has been published in CAP1501 and this web page has been updated with a link:

Introduction of the Part-FCL Competency-Based IR in the UK.

The CAA have published Information Notice IN-–2016/102  which summarises how pilots may qualify for a Part-FCL Competency Based Instrument Rating (CBIR). This Information Notice supersedes IN–2016/011.

Regulation EU 1178/2011 (The Aircrew Regulation) Annex 1, Appendix 6, Section Aa explains the training and testing required for issue of the CBIR. The CBIR applies only to non-high performance (non-HPA) aeroplanes and may be extended to HPAs only if additional technical knowledge training is undertaken.

Easier access to an Instrument Rating (IR).

EASA have published Notice of Proposed Amendment (NPA) 2016-14 which aims to provide simpler, lighter and better rules for general aviation (GA) regarding flights under instrument flight rules (IFR).

During the 2014 EASA Safety Conference on General Aviation, the topic of ‘easier access of GA pilots to IFR flying’ was identified by the GA community, with IAOPA in the forefront, as a high-priority measure that will improve the safety and utility of GA flying.

Specifically, this NPA proposes a more proportionate set of requirements for GA pilots to gain an IFR flying qualification. This is one of the key initiatives for meeting the EASA and GA community’s objectives in this area.

You can view the NPA Document here.

The proposals are open for comment using the EASA Comment Response Tool (CRT) until 31 January 2017. You can access the CRT here.

FASVIG - Airway Q41 Consultation Final Feedback Report.

Having determined that the lower levels of Airway Q41 were underutilised, FASVIG consulted twice on proposals to make Airway Q41 accessible to VFR aircraft and aircraft which are unable to fly IFR in Class A airspace. There was widespread support for the proposals but technical difficulties were identified. The first consultation proposed reclassification to Class D to enable airspace sharing by all airspace users but objections from NATS made that untenable. The second consultation proposed to change Airway to Class G below FL75 but in addition to further objections from NATS there were specific climb and descent issues for Aurigny aircraft using Alderney. It was decided to split off a proposal using the Release of Controlled and Segregated Airspace (RCSA) procedure to change Q41 to Class G below FL55 as that is commonly agreed. That would achieve part of the safety improvement envisaged by doubling the time available to single engine aircraft following an engine failure; it would be proposed for implementation by March 2017.

Policy changes to allow airspace sharing would be brought forward and potential options for higher levels would be developed in due course following the full CAP725 Airspace Change Procedure. Policy changes to allow airspace sharing would be brought forward and potential options for higher levels would be developed in due course following the full CAP725 Airspace Change Procedure.

The submission below was delivered to the CAA on 28th October 2016 in expectation of a quick decision to catch the AIRAC cycle which will lead to the change being on the next UK south ½ million chart in March 17.


Airway Q41 ACP – Airspace Consultation Final Feedback Report (October 2016)

Steve Green
FASVIG Programme Coordinator

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

Designated Area for the Carriage of Documents – Part -NCO and Part -SPO.

The CAA have determined that the London and Scottish Flight Information Regions (FIR) are the designated areas where certain documents may be retained at the aerodrome or operating site.

For Pilots of EASA aircraft who are required to comply with Part-NCO or Part-SPO (applicable in the UK from 21 April 2017) certain documents, manuals and information must be carried on each flight. Information Notice IN-2016-093 sets out which documents must be carried on each flight and those which may be left at the aerodrome or operating site when  the aircraft is operating solely within the London and Scottish Flight Information Regions (FIR).

The designated area will be published in the UK Aeronautical Information Publication (AIP) at which point IN-2016/093 will be withdrawn.

CAA - UK Airspace Change Process Consultation Response.

The CAA have published their response to the UK Airspace Change Process Consultation that closed in June 2016.

The purpose of this consultation was for the CAA to learn your views on some changes they were considering making to their airspace change decision-making process. Their stated objective is to optimise their process to ensure that all stakeholders are adequately consulted as part of a transparent, proportionate process. The process should be impartial and evidence-based, and should take proper account of the needs and interests of all affected stakeholders.

There were 110 formal responses to the consultation, which have been published where permission to do so was given. The CAA report that generally stakeholders were supportive of the proposed new process.

The CAA have published the changes that they have decided to make which will come into effect next year.

Full details can be found in CAP 1465.


Medical Self-declaration Update.


It is clear that there has been considerable negative reaction to the change from the NPPL Medical Declaration system to the CAA’s new ‘self-declaration’ system.  This is because existing NPPL holders with certain medical conditions, instead of seeing their familiar GP (who has their complete medical history) for revalidation of their medical declarations, would now have to see an AME and obtain a LAPL medical with restrictions. 

However, the CAA have advised AOPA that there has been a significant change!  The new self-declaration form is at and the major change is in the following section, which applies to legacy UK PPLs and NPPLs.  It also applies to Part-FCL licences but only for non-EASA aircraft:


To Only Fly an Aircraft of 2000kg MTOW or Less


You may fly an aircraft of 2000kg or less, provided you are not taking medication for any psychiatric illness, by declaring your fitness to fly by ticking the ‘no greater than 2000kg’ declaration at the end of this form.


If you are taking medication for a psychiatric illness you must consult a UK-certificated CAA Aeromedical Examiner (AME) as outlined in the ‘To Fly any Aircraft up to 5700kg’ paragraph below.


In addition, CAP1441 has been corrected and re-issued at .


ORS4 No.1195: Standardised European Rules of the Air - Visual Meteorological Conditions (VMC) Visibility and Distance from Cloud Minima within Class D Airspace.

The CAA have issued ORS4 No.1195 which exempts  any  aircraft being  flown  within  the  UK at or below 3,000 feet above mean sea level and within Class D airspace from the requirements of SERA.5001 (VMC visibility   and   distance   from   cloud   minima) Table S5-1 and SERA.5005(a)  (visual  flight  rules)  of  the  Annex  to  Commission  Implementing  Regulation (EU) No. 923/2012 of 26 September 2012 (Standardised European Rules of the Air (SERA)) when it is flying in accordance with these conditions:

  1. the aircraft is flown by day only;
  2. at  a  speed  which,  according  to  its  airspeed  indicator,  is 140  knots  or  less,  to  give  adequate  opportunity  to  observe  ot
  3. her  traffic  and  any  obstacles  in  time  to  avoid  a  collision; and,
  4. clear of cloud, with the surface in sight and:
  5. if   the aircraft is not a helicopter, in a flight visibility of at least 5 km; or
  6. if the aircraft is a helicopter, in a flight visibility of at least 1,500 m.

This exemption has effect  until 30 September 2018 unless previously revoked.

If you are flying outside UK Airspace, including the Channel Islands, where SERA Rules apply, these are the VMC Visibility and Distance from Cloud Minima within Class D Airspace:


FlyPlymouth launching new Crowdfunding to reopen Plymouth Airport.

Last year, FlyPlymouth launched a Crowdfunding exercise which raised around £22,000 in a few weeks. This funding allowed FlyPlymouth to develop a business plan for the future of Plymouth Airport and present it to both the local Council and the Department for Transport. That plan has now been included in the draft Plymouth Plan 4, which would protect Plymouth Airport for aviation use until 2031.

Raoul Witherall explains in the video below that this is just the beginning in a long process to get Plymouth Airport open again to all aviation users. Further funding is needed and a second Crowdfunding venture will be opened on 19 September 2016, with a target to raise at least £25,000.


Eligibility of Pilots to Conduct Airworthiness Check Flights.

The CAA have published Information Notice IN-2016/081 to advise that the CAA no longer provides briefings to pilots for conducting airworthiness check flights.

The responsibility for deciding when a check flight should be performed as part of the continued airworthiness management of all aircraft belongs with the aircraft owner, maintainer or continuing airworthiness management organisation. Best practice dictates that when it has been determined that a check flight is necessary, a suitably qualified, and experienced pilot should be used.

The CAA no longer briefs pilots for conducting airworthiness check flights. Consequently, when it has been decided that a check flight is needed, arrangements should be in place to ensure that the check flight is carried out safely and in accordance with industry best practice. Information Notice IN-2016/081 describes these alternative measures.

The CAA Check Flight handbook (CAP 1038) will be amended in the near future to reflect the changes detailed in this Information Notice.

Information Notice IN-2106/081 supersedes IN-2014/052.

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