AOPA UK

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: http://www.caa.co.uk/General-aviation/Aircraft-ownership-and-maintenance/8-33-kHz-radios/

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.

Link:

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

Steve Green
FASVIG Programme Coordinator

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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 https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=form&id=7493 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  http://publicapps.caa.co.uk/docs/33/CAP1441MedicalLicenceTable111016.pdf .

 

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.

8.33 kHz radios.

From 1 January 2018 all aircraft operating in airspace that requires the carriage of a radio must have 8.33kHz-compatable equipment fitted and operational.  This means that all General Aviation (GA) aircraft must comply with this change to UK law to maintain safe communications with ground stations.

Manufacturers, suppliers, maintenance organisations and licensed engineers may struggle to cope if there is a rush to buy and fit radios in late 2017. Consequently, the CAA is encouraging GA aircraft owners to purchase 8.33kHz radios early as we anticipate demand will be high as the deadline approaches.  

The CAA GA Unit, along with associations and key stakeholders, has identified a small number of common frequencies that may qualify for a temporary exemption from 8.33 kHz implementation.  The CAA have submitted a proposal to EuroControl and they should hear the outcome in early 2017.  If successful, it will help reduce the equipage burden for a minority of users. Any exemptions granted will be for a short period of time and will not delay the change in UK legislation. 

Formal engagement has started with radio manufacturers, suppliers, maintenance organisations and licensed engineers to allow them to highlight any concerns that the 8.33 kHz implementation might have.  The main focus is to understand the capacity of industry to support the GA Community from now until 31 December 2017.

The CAA has secured €4.3 million of European Commission funding to encourage the early transition of the UK GA fleet to 8.33 kHz-capable equipment.  The funding will be distributed by way of reimbursal to aircraft owners to contribute toward the cost of new radio equipment.

They are now working closely with the GA associations and key stakeholders to agree on how to distribute the funds to aircraft owners fairly and simply.  More information about how an application can be made will be published on the CAA website towards the end of 2016.   

More detail is contained in CAA Information Notice IN–2013/018


 

Self-Declared Maintenance Programmes.

An amendment to the EASA Part M Regulation introduced the Self-Declared Maintenance Programme (SDMP) and applies to ELA1 aircraft not involved in Commercial Operations.

The transition to the EASA Regulations means that the generic UK Light Aircraft Maintenance Programme (LAMP) will no longer be available from September 2016.

Owners of ELA 1 aircraft currently using LAMP need to transfer to a Self-Declared Maintenance Programme (SDMP) at the next Airworthiness Review before September 2017.

An ELA 1 Aircraft is:

  • an aeroplane with an maximum take-off mass (MTOM) of 1,200 kg or less that is not classified as complex motor-powered aircraft;
  • a sailplane or powered sailplane of 1,200 kg MTOM or less;
  • a balloon with a maximum design lifting gas or hot air volume of not more than 3,400 m3 for hot air balloons, 1,050 m3 for gas balloons, 300 m3 for tethered gas balloons;
  • an airship designed for not more than four occupants and a maximum design lifting gas or hot air volume of not more than 3,400 m3 for hot air airships and 1,000 m3 for gas airships

For full details about these changes click here.
 

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.

The manuals are made available free of charge but financial contributions to support IAOPAs European activities will be much appreciated. Please contact This email address is being protected from spambots. You need JavaScript enabled to view it. for details.

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:

  • Distraction
  • Pilot Actions
  • Navigation
  • Planning
  • Weather Related
  • ATC Interaction
  • Equipment
  • GPS

Read and watch more on the NATS website here.

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