Part NCC-OPS & PART-ORO Template Manuals.
IAOPA Europe is happy to finally make available a template for an NCC Operations Manual which is written from the ground up with the intent of fulfilling all relevant requirements in Part-NCC and Part-ORO in a simple way that is suitable for the very small NCC operator with maybe 2-3 persons involved in the flight operation.
Through an extensive use of references to relevant regulation and appendices the core Operations Manual is kept down to around 20 pages. Further, the most common variable items are all listed in the "Operator's Reference" section at the beginning of the manual. This should make the implementation quite an achievable task even for a small NCC operator.
The manual at this stage is not yet endorsed by any authorities and as such comes without any guarantees.
To download the NCC-Light Template Manual please click here
Template OPS manual for larger operators of Complex Aircraft
As of August 25 2016 all operators of complex aircraft in Europe will be required to comply with the new Part-NCC requirements. IAOPA has from the beginning worked to exclude particularly the very small operators from these requirements since they are not suited for a small organisation with maybe just one or two persons involved in the operation. Recently the EASA Committee has decided in favour of excluding turboprop aircraft with a MTOW of less than 5700kg. Operators of these aircraft will therefore NOT be required to submit a declaration and associated requirements for a management system and OPS manual.
For an overview of the requirements for operators of Non Complex Aircraft please consult the dedicated NCC page at the EASA website.
In order to assist those operators who are still subject to the new requirements IAOPA has together with EASA, national aviation authorities, ERAC and other Industry representatives worked to develop a template manual. This can be freely downloaded and modified by the operator. The template manual has been developed with a medium-sized NCC operator in mind. Work is still ongoing to also present a manual which is more tailored to the very small operator.
To download the template NCC manual please click here
Please note that you will have to work through the template and adjust so that it suits your operation. Also note that for a non-commercial operator your OPS manual does not have to be approved by your aviation autority. In fact you are not even required to submit it when you file your NCC declaration. However, you must have it available and be able to show compliance when you have an audit inspection from your authority.
The template manual is build on the principle that it includes more than what is required for most operators. It should therefore be possible to shorten it down considerably when you work your way through it and adapt it to your operation. Be sure to remove sections and procedures which do not apply to your operation so that the manual describes the way you actually operate. Otherwise you are making your first compliance audit harder than it needs to be.
Why airspace infringements have the potential to impact all of us.
In 2015 the Civil Aviation Authority (CAA) received over 1100 infringement reports. Almost 650 of these infringements were reported by NATS, the remaining were from other ANSPs and Military units.
Most involve flying into controlled airspace without permission – primarily Control Zones (CTRs) and Control Areas (CTAs) serving airports, Terminal Manoeuvring Areas (TMAs) and Airways.
Those occurring outside controlled airspace tend to involve Aerodrome Traffic Zones (ATZs) and Danger Areas. If they detect an infringement, air traffic controllers assume that the pilot is lost, the flight path is unpredictable and establish a five-mile buffer around the offending aircraft, which create major disruptions to commercial aircraft flights, especially those descending into and climbing from large airports.
According to the CAA, an infringement by just one pilot can mean delays for up to 30 airliners and 5000 passengers and result in £50,000 worth of fuel being wasted. In May this year the CAA announced that pilots who infringe controlled airspace could have their licences provisionally suspended while the incident is assessed.
The consequences of infringements are severe, with almost every incident, no matter how brief, involving widespread, knock-on effects for other pilots, air traffic controllers and passengers. Some of these effects are obvious but others are not
Top reasons infringements happen
Since 2009 NATS has collected over 700 questionnaires from infringing pilots to try and understand the main causes of airspace infringements. NATS has a list of 31 causal factors which are grouped into 8 categories:
- Pilot Actions
- Weather Related
- ATC Interaction
The Air Navigation Order 2016.
The Air Navigation Order (ANO) 2016 has been published and will come into effect on 25 August 2016.
You can find the full ANO here.
Help us to Help You:
There are many references to the ANO contained within items on this website which are provided to help you find the information you need without having to wade through the legislation. We will start to work our way through these and update references and associated information, where this has changed, as soon as we can. It is a thankless task and will take time.
New ANO live.
PRESS NOTICE LIVE: http://www.caa.co.uk/News/Air-Navigation-Order-2016/?catid=4294967430
CAP 393 old and new are both available: www.caa.co.uk/CAP393
New ANO live.
PRESS NOTICE LIVE: http://www.caa.co.uk/News/Air-Navigation-Order-2016/?catid=4294967430
CAP 393 old and new are both available: www.caa.co.uk/CAP393
Dangers of Overflying Gliding Sites.
Following a number of recent incidents that have compromised safety when aircraft over-flying glider sites have come into close proximity with winch-launching gliders, the UK Airprox Board (UKAB) and the British Gliding Association (BGA) seek to remind pilots about the dangers of over-flying gliding sites, especially as the summer months mean much greater gliding activity is likely.
Some recent Airprox incidents illustrate the risks:
- 2014013 – a glider aborted a winch launch at Tibenham, Norfolk when a PA28 overflew the site.
- 2014211 – an Augusta 109 helicopter came close to a glider winch launching at Dunstable, to the west of Luton
- 2015026 – again at Dunstable, an MD902 helicopter came close to a launching glider
- 2016036 – an unidentified light aeroplane overflew Lasham, the busiest gliding site in the country, during a winch launch.
- 2016074 – an R44 helicopter overflew Husbands Bosworth south of Leicester and caused a winching glider to abort its launch.
Four of these incidents were categorised in the highest risk category - A – where it was judged a serious risk of collision existed and luck played a major part in the fact that collisions didn’t occur. The full reports are available from http://www.airproxboard.org.uk within ‘Airprox Reports and Analysis’, side heading ‘Individual Airprox Reports’, under the appropriate year.
The key point is that pilots should not rely on seeing the winch launch happening as they approach the glider site. A glider will go from ground to 1000-1500ft in about 20 seconds, so spotting it in the climb is too late to do anything about the conflict. Nor is the danger passed once the glider is released from the winch. Pilots are very unlikely to see the cable itself and, depending on the winch-launch height, the hazard from these continues for at least another 20-30 seconds as it descends under a small parachute that is effectively invisible.
Some glider sites are capable of launching to altitudes of 3-4000ft, with associated increased cable descent times. Maximum launch altitudes are indicated on the 500K VFR chart with a forward slash and height; as an example, Lasham has a maximum winch-launch altitude of 3700ft, as shown on the attached graphic as /3.7.
Pilots should always assume that a gliding site is active. UK Gliding sites map 2016:
Ed Downham, who, as well as being a UKAB gliding member, is a Boeing 777 captain said: “So far, we haven’t seen an actual mid-air, either between the aircraft or with the descending winch cable. But it could soon be a matter for the AAIB rather than UKAB. Be under no illusion, such an encounter is highly likely to be fatal for those involved”.
Chris Fox, another UKAB gliding member and an R44 pilot, also commented: “A recurring theme in these reports is that the powered aircraft pilot assumed that the gliding site would not be active – perhaps because the weather was less than perfect, or it was late in the day. Gliders can, and do, winch-launch in strong winds and any cloud base that permits the launch to be completed safely – often in conditions that would deter many other GA pilots.”
The UKAB advice is to avoid glider sites at all times; only overfly them if you have timely, positive confirmation from the site itself that they are inactive. When avoiding glider sites, beware of simply skirting the ground location by a narrow margin because there are likely to be gliders operating close to the site as they soar within gliding range and, even if a site has finished winch-launching for the day, it may have gliders returning from cross country flights, or motor gliders self-launching into the local area.
Many gliders these days fly with a system called FLARM, which is a relatively cheap electronic conspicuity aid. The associated P-FLARM unit is also relatively cheap, easy to fit in any aircraft, and provides potentially life-saving audio and visual cues for those hard-to-see gliders.
Requirement to convert UK and JAR flight crew licences.
The UK CAA have issued Information Notice IN-2016/066 highlights the requirement for holders of both UK and JAR flight crew licences to convert to Part-FCL licences by 8 April 2018.
Applications must be submitted using Form SRG 1104.
Delaying conversion closer to the deadline may result in processing delays with grounding after 8 April 2018, until handling of applications and re-issue of new-format Part-FCL licences has been completed.
Welcome to the July 2016 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
VFR Guide for Norway - 2016 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!
Are You Ready for the Implementation of EASA Air Operations - 25 August 2016?
From 25 August 2016 EASA Air Operations Regulations come fully into effect. The Regulations (EU No 965/2012) already apply to Commercial Operations and from 25 August 2016 will be extended to cover Non Commercial Operations. Commission Regulation EU 800/2013 amending EU No 965/2012 and laying down the technical and administrative requirements can be found here.
The implementing rules are referred to as Part-NCO and will apply to non-commercial operations using non-complex aircraft. The CAA have set up a website intended to provide useful information about these implementing rules. The website can be found at www.caa.co.uk/nco
EASA Links to Part-NCO reference documents can be found here.
A major difference is the requirement for the carriage of ELT or PLB at all times on certified and EASA Permit aircraft. Other Permit Aircraft Operators should clarify requirements with their Regulator :
NCO.IDE.A.170 Emergency locator transmitter (ELT)
(a) Aeroplanes shall be equipped with:
(1) an ELT of any type, when first issued with an individual CofA on or before 1 July 2008;
(2) an automatic ELT, when first issued with an individual CofA after 1 July 2008; or
(3) a survival ELT (ELT(S)) or a personal locator beacon (PLB), carried by a crew member or a passenger, when
certified for a maximum passenger seating configuration of six or less.
(b) ELTs of any type and PLBs shall be capable of transmitting simultaneously on 121,5 MHz and 406 MHz.
NCO.IDE.H.170 Emergency locator transmitter (ELT)
(a) Helicopters certified for a maximum passenger seating configuration above six shall be equipped with:
(1) an automatic ELT; and
(2) one survival ELT (ELT(S)) in a life-raft or life-jacket when the helicopter is operated at a distance from land
corresponding to more than 3 minutes flying time at normal cruising speed.
(b) Helicopters certified for a maximum passenger seating configuration of six or less shall be equipped with an ELT(S) or
a personal locator beacon (PLB), carried by a crew member or a passenger.
(c) ELTs of any type and PLBs shall be capable of transmitting simultaneously on 121,5 MHz and 406 M
If flying internationally you should check the relevant AIP for any derogations for international flights.
There may be changes to the documents that you need to carry on your aircraft.:
For Non-Complex Non-Commerical Operations:
NCO.GEN.135 Documents, manuals and information to be carried:
(a)The following documents, manuals and information shall be carried on each flight as originals or copies unless otherwise specified:
(1) the AFM, or equivalent document(s); Annex VII ‘Part-NCO’
(2) the original certificate of registration;
(3) the original certificate airworthiness (CofA);
(4) the noise certificate, if applicable;
(5) the list of specific approvals, if applicable;
(6) the aircraft radio licence, if applicable;
(7) the third party liability insurance certificate(s);
(8) the journey log, or equivalent, for the aircraft;
(9) details of the filed ATS flight plan, if applicable;
(10) current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted;
(11) procedures and visual signals information for use by intercepting and intercepted aircraft;
(12) the MEL or CDL, if applicable; and
(13) any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.
(b) Notwithstanding (a), on flights:
(1) intending to take off and land at the same aerodrome/operating site; or
(2) remaining within a distance or area determined by the competent authority, the documents and information in (a)(2) to (a)(8) may be retained at the aerodrome or operating site.
(c) Notwithstanding (a), on flights with balloons or sailplanes, excluding touring motor gliders (TMGs), the documents and information in (a)(2) to (a)(8) and (a)(11) to (a)(13) may be carried in the retrieve vehicle.
(d) The pilot-in-command shall make available within a reasonable time of being requested to do so by the competent authority, the documentation required to
be carried on board.
For Non-Commmercial Complex Operations:
NCC.GEN.140 Documents, manuals and information to be carried
(a) The following documents, manuals and information shall be carried on each flight as originals or copies unless otherwise specified:
(1) the AFM, or equivalent document(s);
(2) the original certificate of registration;
(3) the original certificate of airworthiness (CofA);
(4) the noise certificate;
(5) the declaration as specified in Annex III (Part-ORO), ORO.DEC.100, to Regulation (EU) No 965/2012; (also see Acceptable Means of Compliance)
(6) the list of specific approvals, if applicable;
(7) the aircraft radio licence, if applicable;
(8) the third party liability insurance certificate(s);
(9) the journey log, or equivalent, for the aircraft;
(10) details of the filed ATS flight plan, if applicable;
(11) current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted;
(12) procedures and visual signals information for use by intercepting and intercepted aircraft;
(13) information concerning search and rescue services for the area of the intended flight;
(14) the current parts of the operations manual that are relevant to the duties of the crew members, which shall be easily accessible to the crew members;
(15) the MEL or CDL;
(16) appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;
(17) appropriate meteorological information;
(18) cargo and/or passenger manifests, if applicable; and
(19) any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.
(b) In case of loss or theft of documents specified in (a)(2) to (a)(8), the operation may continue until the flight reaches its destination or a place where replacement documents can be provided.
"BREXIT" and GA.
So the voters decided that leaving the European Union was the best thing to do for the future Britain but the exit process will not be done overnight. Under Article 50 of the Lisbon Treaty the exiting State must, before pushing the exit button, follow national procedures which in our case is through an Act of Parliament, which could end up being vetoed.
Personally, I have mixed views but, on balance, I think being in Europe and renegotiating how Europe should service its citizens would have been the correct thing to do. If you are not a Member of the Club you cannot expect to vote on how the Club is run.
The UK will still be part of the EASA system which means that for many aircraft owners, flying clubs and pilots there will be no change. In fact the UK will be in a similar position to that of Norway and Switzerland where we will no longer be able to influence proposed rules but will still have to comply with them. So, what’s the point in leaving?
This is the question that is being asked by most GA pilots currently – “Will Brexit mean that we can leave EASA?” Answer: No!
I find it strange that the arguments were being made about “unelected officials in Brussels making up the rules” and unaccountable individuals telling us what we have to do – well, it is the same here in Whitehall – the Civil Service advises Government on many topics from schools to NHS from roads to airports. Do not be fooled into thinking that we have more ability with our own system – we do not, I could quote many examples but it is probably best left unsaid.
In some ways GA may be ok because we have already been through lots of changes, but what we do not know is how our freedom of movement may be affected?
However, our ability to influence directly on Regulations and Rules will diminish over the next two years!
CEO AOPA UK
Note: There are currently 31 Member Sates of EASA. The (currently) 28 EU Memebr States plus Liechtenstein, Norway and Switzerland.
NATS launches new AFPEx Lite service for small GA Airfields
The new service is designed for small airfields that want to send and receive up to 200 messages a month.
AFPEx Lite offers elements of the full AFPEx service such as the ability to send and receive flight plans, as well as access to a help desk between 9am and 5pm seven days a week. The service will be offered at a price of £500 a year.
The introduction of AFPEx Lite comes after the decision by NATS last year to begin charging users for the original AFPEx service following a review with the CAA. The move sparked significant debate and concern within the general aviation community.
Mark Balsdon, NATS Head of Data Solutions, added: “Following the strength of feedback we recognised that we needed to find a way of ensuring smaller airfields have access to AFPEx to allow them to continue to offer the services their customers have come to expect. Private pilots can continue to use AFPEx for free, while smaller airfields can now access the great value Lite service, leaving the full service for high volume commercial airfields and commercial only users.”
New Director of Aviation at DfT :
The Department for Transport have announced that Dan Micklethwaite has been appointed as the new Director of Aviation at the Department for Transport.
He will start on Monday 25 July.
Dan joins the DfT from HM Treasury where he is currently Head of Transport, and responsible for advising the Chancellor of the Exchequer on all matters DfT-related since 2012.
Acceptance of Training Gained Prior to 17 September 2012, before Proceeding to a Skills Test :
The CAA have provided further clarification to the information given to AOPA and published in the AOPA UK Enewsletter of May 2016, and to be published in the June edition of the Aircraft Owner & Pilot Magazine. Information Notice Number: IN–2016/053 applies to student pilots who started their training under the requirement of JAR-FCL 1 and 2 for PPL(A) or PPL(H).
Pilots who started training for commercial licences should contact the ATO that undertook their training, if they require further information.
Article 9, paragraph 1 of Commission Regulation (EU) No.1178/2011 as amended (the Aircrew Regulation) states:
"In respect of issuing Part -FCL licences in accordance with Annex I, training commenced prior to the application of this Regulation in accordance with the Joint Aviation Authorities requirements and procedures, under the regulatory oversight of a Member State recommended for mutual recognition within the Joint Aviation Authorities’ system in relation to the relevant JAR, shall be given full credit provided that the training and testing were completed by 8 April 2016 at the latest."
The CAA applied the Air crew Regulation with effect from 17 September 2012, so all training undertaken prior to this date was conducted under the relevant JARs.
Those who have not completed all elements of the experience requirements as stated in FCL.210.A or FCL210.H may claim credit for training completed prior to 17 September 2012, under JARs, as follows:
FCL.210.A PPL(A) - Experience requirements and crediting
Applicants for a PPL(A) shall have completed at least 45 hours of flight instruction in aeroplanes, 5 of which may have been completed in an FSTD, including at least:
- 25 hours of dual flight instruction; and
- 10 hours of supervised solo flight time, including at least 5 hours of solo cross-country flight time with at least 1 cross-country flight of at least 270 km (150 NM), during which full stop landings at 2 aerodromes different from the aerodrome of departure shall be made.
FCL.210.H PPL(H) - Experience requirements and crediting
Applicants for a PPL(H) shall have completed at least 45 hours of flight instruction on helicopters, 5 of which may have been completed in an FNPT or FFS, including:
- 25 hours of dual flight instruction;
- 10 hours of supervised solo flight time, including at least 5 hours of solo cross-country flight time with at least 1 cross-country flight of at least 185 km (100 NM), with full stop landings at 2 aerodromes different from the aerodrome of departure; and
- 35 of the 45 hours of flight instruction have to be completed on the same type of helicopter as the one used for the skill test.
Applicants wishing to rely on training time completed prior to entry into force of Part-FCL in the UK must contact the CAA (see below) prior to being recommended for the skills test to establish what administrative steps will be required to enable recognition of training completed under JARs. Failure to do so will result in the applicant being required to undergo additional training under Part-FCL and retake the skills test.
Any queries or requests for further guidance should be addressed to:
ISP Licensing Policy
Civil Aviation Authority
2W, Aviation House
AOPA UK members may of course contact the AOPA UK Office if, after contacting the CAA, they have any further query or issue in this matter.
FNPT - Flight and Navigation Procedures Trainer
FSTD - Flight Simulation Training Device
FFS - Full Flight Simulator
FCL - F1light Crew Licensing
JAR - Joint Aviation Requirements