AOPA UK

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Live the Dream Scholarships.

After a successful start last year we have recently taken Live Your Dream international, including flight training schools in the UK.

The  "Live Your Dream" programme has grown by teaming up with partners from the aviation world such as NAFI, iFlightPlanner and Saitek and now offers even more great educational opportunities for new or prospective pilots.

Additionally, Sennheiser are now also offering flight schools the opportunity to participate in the Live Your Dream programme for free and thereby promote themselves and enhance their students’ ability to complete their flight training. Flight schools where the winning students are enrolled will also receive valuable prizes donated by the Live Your Dream sponsors as well as the ability to host a motivational presentation by one of the Live Your Dream Ambassadors.

Flight schools, register here for free and enable your students to take advantage of this great opportunity!

To Win An Aviation Scholarship, make sure the flight school where you are currently enrolled is registered as a Live Your Dream flight school and just tell us why you want to live your dream and become a pilot. See here to enter.

Currently there are two UK Based Flight Training Organisations registered for the scheme:

Goodwood Flying School  (AOPA Corporate Member)

Cranfield Flying School

You can view the current list of all flight training organisations here.

iaopalogocolor

Welcome to the December 2012 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

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Save Panshanger.

A campaign has been launched to prevent the building of 700 new houses on the site of Panshanger Aerodrome.

Read more: Save Panshanger Campaign

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Pilots asked to renew language requirement.

The Civil Aviation Authority (CAA) is advising pilots to check the currency of the English language proficiency endorsement associated with their licences. Pilots applying for any of the new EASA licences must have a valid English language endorsement before the licence can be issued by the CAA.

In 2008, all UK pilots who held a Flight Radio Telephony Operators Licence (FRTOL) were deemed by the CAA to be at ‘Level 4’ in the English language. This followed a global agreement through the International Civil Aviation Organisation requiring that pilots must demonstrate proficiency in English at Level 4, 5 or 6 and for Language Proficiency: English to be endorsed in their licences by a specified date. A ‘Level 4’ endorsement is valid for four years only. Consequently, the endorsements granted in 2008 to UK pilots who held radio licences expired in March 2012, unless they were renewed at Level 4 or were upgraded to Level 5 or 6 by one of the permitted methods. A ‘Level 6’ endorsement, the standard of an ‘expert’ English speaker, does not expire.

Since 2008 many UK pilots have been upgraded to Level 6 by demonstration to an examiner during a flying skill test, a proficiency check or a radio licence practical test. However, there are believed to be a significant number of pilots, mainly in the general aviation community, who have not obtained a Level 6 assessment from an examiner within the last four years during a test or check. Therefore, some existing licence holders may be unable to acquire an EASA licence until they renew their language proficiency endorsement.
 

Full details of how to renew a language proficiency endorsement are set out in Part 1, Section 4, Part M.

More information is available, along with a list of all UK Radiotelephony Examiners.

The CAA’s Licensing Department can be contacted at This email address is being protected from spambots. You need JavaScript enabled to view it.

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INFORMATION NOTICE Number: IN–2012/179; Introduction of Generic Concession No.7 facilitating the use of Unleaded Aviation Gasoline (Avgas) UL 91.

Because of the difficulties experienced in obtaining Aviation Gasoline (Avgas), particularly in small quantities, CAA has, for some time, permitted the use of Motor Gasoline (Mogas) in certain general aviation aircraft, subject to the conditions stated within CAP 747 ‘Mandatory Requirements for Airworthiness’, Generic Concessions (GCs) 2, 3, 4 and 5. However, since the publication of these GCs, the composition and properties of some Mogas fuels has changed and it is becoming increasingly difficult to obtain Mogas that does not contain some alcohol. With the exception of microlights, the use of Mogas containing alcohol is generally prohibited in aircraft.

To address this developing situation, Generic Concession No. 7, is shortly to be published in CAP 747 to facilitate the use of a new unleaded aviation fuel, Avgas UL 91 in certain types of Annex II (non-EASA), aircraft. EASA has published a Safety Information Bulletin No.2011-01R2 ‘Unleaded Aviation Gasoline UL 91’, to cover the use of UL 91 in EASA aircraft.

The GC contains an exemption against the Air Navigation Order (ANO), to allow the use of UL91, subject to the conditions stated in the Concession. However, owners of aircraft administered by the Light Aircraft Association may use the relevant LAA Airworthiness Approval Notice, subject to its conditions. See GC 7 for details.

Avgas UL 91 is a type of unleaded aviation fuel with similar properties to those of Avgas 100LL but without the addition of tetraethyl lead. The octane rating of UL 91 is broadly equivalent to unleaded Mogas but this fuel does not contain octane boosting additives such as ethanol, which are commonly included in Mogas.

The absence of Mogas additives in UL91 eliminates material compatibility issues associated with the presence of ethanol in fuel and its effect on certain components. Additionally, aircraft operating with unleaded Avgas are not required to observe the maximum altitude and fuel temperature restrictions placed upon aircraft operating with Mogas.

As an aviation fuel, the production and delivery of UL 91 is subject to stringent quality control procedures in order to protect the fuel from contamination and to maintain its quality and traceability. Additionally, the ANO places obligations on the managers of aviation fuel
installations at aerodromes and personnel carrying out refuelling to apply procedures to maintain the quality of the fuel.

It should be noted that although the CAA is satisfied that the qualifying aircraft/engines may be operated with adequate safety on UL 91, subject to the conditions stated in GC 7, the CAA takes no responsibility for infringement of the manufacturer’s warranty, accelerated deterioration of the engine or airframe components, or any other long term deleterious effects.

Conditions for using UL 91


Where an aircraft is already approved for operation with Avgas 100LL, additional approval for the use of unleaded Avgas UL 91 is required only for the engine (see GC 7 in CAP 747 for specific approvals).

Approval is given either by means of the manufacturer confirming the acceptability of UL 91 for a particular engine type or variant or by evidence that the use of UL 91 will not be detrimental to the safe operation of the engine.

Presently, two manufacturers are known to have confirmed acceptance of UL 91 for certain products. The latest versions of the Service Instructions listed in GC 7 identify which engines are approved by these manufacturers. Approval of other engines and by other manufacturers
may be under review by the engine type certificate holders but has not yet been granted.

Engines and aircraft types approved to use unleaded Mogas (see GCs 4 and 5) are deemed as suitable for operation with UL 91 and are exempted from the requirements to gain approval to use this fuel in accordance with the Exemption given in Appendix 1 to GC 7. The CAA has issued additional guidance for GCs 2 to 5, this may be found in CAP 562, Leaflet 28-20.

Engines and aircraft types approved to use 80/87 Avgas and which do not require tetraethyl lead for engine lubrication are also suitable for operation with UL 91 and are exempted from the requirements to gain approval to use this fuel in accordance with the Exemption given in Appendix 1 to GC 7.

If none of the above is applicable then approval to use UL 91 should be requested from the engine manufacturer in the first instance. Where the engine manufacturer no longer exists, or the engine type is no longer supported, application for approval should be made to the CAA. In order to gain approval to use UL 91, it will be necessary to demonstrate its suitability for the particular engine/airframe combination and to provide evidence that the absence of tetraethyl lead will not be detrimental to the safe operation of the engine. Additional guidance may be found in CAP 562, Leaflet 28-20.

Precautions

The use of UL 91 in engines that have not been approved for the use of this fuel may cause extensive damage or lead to in flight failure, due to the lower Motor Octane Number (MON) of the fuel, compared to Avgas 100LL.

NOTE: UL 91 is not equivalent to 91/96 Avgas.

 

Before using unleaded Avgas UL91, it is necessary to take the following actions:

 

1) Check the latest instructions of the engine type certificate holder to verify if the engine installed on their aeroplane is approved for use of unleaded     Avgas UL 91.
2) Verify that the engine has not been modified or altered in a way that invalidates approval to use UL 91.
3) Install on each fuel cap a label from the fuel supplier or make your own placard identifying that unleaded Avgas UL 91 is acceptable fuel for the aeroplane.

 

Queries

 

Any queries or further guidance required as a result of this communication should be addressed to:

 

Airworthiness Evaluation and Surveillance - Engineering
Civil Aviation Authority
Safety Regulation Group
Aviation House
Gatwick Airport South
West Sussex
RH6 0YR

 

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

iaopalogocolor

Welcome to the November 2012 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

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EASA Publishes CRD for Qualifications for Flying In IMC.

EASA have published CRD 2011-16 which is open for consultation until 29 December 2012.

Read more: EASA Publishes CRD for FCL008

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EASA Qualifications for Flying In IMC - Comment Response Document 2011-16.

EASA have published CRD 2011-16 which is open for consultation until 29  December 2012.

Read more: EASA Qualifications for Flying In IMC

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Advice for new trainee pilots.

The CAA has released new guidance for prospective commercial pilots.

Read more: Advice for new trainee pilots

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Publication of revised Part-M and Part-145 consolidated rules.

The revised editions of Part-M and Part-145 have been published.

Read more: Publication of revised Part-M and Part-145 consolidated rules

iaopalogocolor

Welcome to the October 2012 enews of IAOPA Europe, which goes out to 23,000 aircraft owners and pilots in 27 countries across the continent.

Read more: IAOPA e-News October 2012

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Visit ATC day is back.

The ever popular Visit ATC Day will once again take place this Autumn, giving UK pilots the opportunity to view proceedings at Air Traffic Control units around the country.

Read more: Visit ATC day is back

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CAA issues first EASA pilot licences

The UK Civil Aviation Authority (CAA) has begun issuing the new European Aviation Safety Agency (EASA) pilot licences.

The first licences, which will replace JAR and many older ‘national’ versions, were printed for the first time at the CAA’s Gatwick headquarters earlier today. The transition process to the new pan European format is expected to last five years.

A pilot with an existing JAR licence, such as a PPL, will have it replaced with an EASA equivalent whenever the licence is sent to the CAA for renewal, revalidation or any other reason.

The EASA licences, which are in a new format and look quite different to the JAR and national licences, will be valid for the owner’s lifetime. Because of the new format, different information will be required by the CAA before it can issue a new EASA licence, and new licence application forms have been prepared accordingly. Pilots are advised to read the detailed information on the CAA website - www.caa.co.uk/eupilotlicensing - which includes a section explaining the new licence format.

 A list of Flight Crew Licensing Application Forms can be found here. CAP 804 can be found here.

For the first time, the new Light Aircraft Pilot Licence (LAPL) will also be available in the UK. The licence is similar to the UK’s existing NPPL, but will be valid throughout Europe.

Ray Elgy, Head of Licensing and Training Standards at the CAA, said: “We are pleased to be issuing EASA flight crew licences. It has been a long process getting to where we are today, and there is still a long way to go before the transition is complete. However, I am very confident that we will see the benefits of standardising licensing across the EU from the outset.”


The implementation of new rules for pilot licensing (including medical certification) across the EU is part of a process that has already seen EASA take responsibility for other areas of aviation regulation, such as airworthiness. Most UK pilots, private and commercial, will be affected by the switchover and will have to obtain new EASA licences to continue to fly aircraft that have EASA airworthiness certificates. However, some pilots, such as those who fly microlights, ex-military and kit built aircraft, will be able to continue to use their existing licences. This is because EASA does not regulate these categories of aircraft.
 

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CAA ensures NATS regulation is fit for the future.

The UK Civil Aviation Authority (CAA) has today published for consultation a review of its regulation of the en route part of NATS’ air traffic control business, NERL.

Read more: CAA ensures NATS regulation is fit for the future

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