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.”
Welcome to the June 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
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
Edinburgh Airport flight path consultation -
Edinburgh Airport has today launched a consultation seeking views on the potential impact of altering flight paths above Edinburgh and the surrounding areas to allow for maximum operational benefits and to minimise community impact.
The airport is the busiest in Scotland and has experienced more growth the in the past three years than it did in the 10 years prior.
Edinburghs' airspace was designed in the 1970s when the airport had around 1 million passengers per year.
Regulations that cover modernising airspace means that Edinburgh are obliged to engage in an Airspace Change Programme (ACP). This ACP involves a two stage consultation process; firstly, launching today, and for 14 weeks up to 12 September Edinburgh Airport aim to gather views from the public.
The results of this initial consultation will help guide the design and development of potential future flight path options which will be presented in a second consultation stage which is scheduled to commence on December 16.
Read more here.
The full consulation document can be found here.
CAP 413 Radiotelephony Manual :
Edition 22 of CAP 413 Radiotelephony Manual was published on 26 May 2016, to take effect on 23 June 2016.
In addition to editorial and administrative corrections amendments to the following technical content have been incorporated:
- Introduction of Supplementary Instructions (SI) to CAP 413.
- Addition of (EU ) No. 923/2012 Attributions.
- Update of ‘Automatic Terminal Information Service (ATIS)’ in line with Regulation (EU) No. 923/2012 (Standardised European Rules of the Air (SERA)).
- Update of ‘Significant Point’ in line with Regulation (EU) No.923/2012.
- Use of Runway/Position Designators in clearances for fixed and rotary wing aircraft.
- Retention of SSR Code setting.
Any queries or requests for further guidance as a result of this communication should be addressed to:
Intelligence, Strategy and Policy
Safety and Airspace Regulation Group
Civil Aviation Authority
2W Aviation House
Licences to be provisionally suspended for infringing pilots :
Pilots who infringe controlled airspace could have their licences provisionally suspended while the incident is assessed, the UK Civil Aviation Authority (CAA) has announced today. The decision is the latest attempt to try and reduce the number of infringements occurring in UK airspace - which remain worryingly high despite previous attempts by the CAA, air traffic service providers and General Aviation (GA) representative bodies to tackle this serious safety issue. In 2015 there were over 1000 infringements reported to the CAA.
Under a new process, a pilot who is identified as having infringed controlled airspace, a Danger Area or Restricted Area, could have their licence or licences provisionally suspended, while the details of the incident are investigated and follow-up action considered. The CAA is committed to delivering a speedy resolution to any investigation and will only impose a suspension for as long as necessary.
Details of new infringement events received by the CAA are assessed on a weekly basis by a team of experts made up of in-house pilots, investigators and air traffic controllers. If an incident is deemed to reach a certain level of seriousness then the licence of the pilot involved will be provisionally suspended until further notice (the criteria used to determine the level of seriousness of a particular infringement has also now been published www.caa.co.uk/cap1404). Depending on the outcome of the subsequent follow-up action, a decision will be made about lifting the provisional suspension.
The CAA has always acknowledged that the majority of infringement events are unintentional but some do have a significant impact on the operations inside Controlled Airspace.All events, however, carry some risk. Some events clearly show inadequate pre-flight planning, poor airmanship, or insufficient pilot knowledge. In a few cases, a deliberate intention to fly into Controlled Airspace has been found and there have been instances of multiple infringements by the same pilot. It is likely that in these circumstances pilots will have their licences suspended.
Following a recent serious incident at the beginning of the flying season, when a Red Arrows display was severely disrupted because of an infringement, the CAA has provisionally suspended the licence of the GA pilot involved.
Despite today's announcement the CAA will continue to focus on tackling infringements through education and training and opt for provisional suspension or legal enforcement in more serious cases. The CAA is fully engaged in the Airspace and Safety Initiative campaign with GA representatives, air traffic control providers and others to promote awareness of the risks of infringement.
The CAA's Rob Gratton, Chairman of the joint Airspace Infringement Working Group, said:
“The number of infringement incidents in the UK has not seen any serious decline in recent years, despite the strenuous efforts of the CAA, GA representatives and many others. Therefore, we really do feel that this measure has become necessary. We hope that this decision will bring home to those pilots who do infringe the gravity of the situation. Any infringement has the potential to be a very serious safety incident. We need to see the numbers decline urgently.
”We will be working with the GA community and in particular, the Future Airspace Strategy VFR Implementation Group over the coming months and developing our education work. We are hopeful that this continued engagement activity will lead to a reduction in these incidents and enhance aviation safety.”
Changes to UK Private Pilot Medical Requirements :
The UK Civil Aviation Authority (CAA) announced today that medical requirements for some private pilots are to change in line with our top level principles for GA regulation. These changes do not apply to pilots with commercial licences or those displaying at airshows who will still need to be approved as fit to fly by a specialist aviation medical examiner.
The move will lead to both cost and time savings for pilots and, in most cases, remove the need for General Practitioner (GP) or Authorised Medical Examiner involvement in the process. The change follows a public consultation, in which 96 percent of those responding agreed with the proposal.
Once the change takes place later this year the medical requirement for UK private pilot licence and national private pilot licence holders will be to meet the same standard as that required to hold a DVLA Group 1 Ordinary Driving Licence (ODL). Existing medical options (for example a UK declaration with GP counter signature) will remain available. The same options will also be available for private balloon pilots.
To take advantage of the change, pilots will need to complete a form on the CAA website to declare that they meet the DVLA medical standard. Pilots under 70 will need to do this once while pilots over 70 must confirm their declaration every three years.
The changes are planned to come into effect in late summer 2016 when a new version of the UK Air Navigation Order legislation will be published and which will contain these changes and other significant amendments for general aviation.
Currently pilots with a NPPL licence are required to comply with DVLA group 1 or 2 standards and have their self-declaration of fitness countersigned by their GP. Holders of a UK PPL currently need an EU class 2 medical or the NPPL medical requirements if they only use the privileges of an NPPL licence.
The change is supported by a study of the risks associated with GA flying, together with a review of the causes of light aircraft accidents and the likelihood of these being triggered by a pilot being medically incapacitated. The risk to third parties has been considered and the regulatory approach taken by the Federal Aviation Administration in the USA, which mirrors the UK proposal, was also reviewed.
Currently, UK PPL holders are able to fly EASA aircraft using the privileges of a LAPL. This is anticipated to change in 2018, at which point the benefits of this change in medical requirements will decrease for those pilots. However, the CAA aim to influence EASA in considering reviewing the medical requirements for EASA Private Pilot licence holders flying EASA aircraft.
EASA - Part M Light Aircraft Maintenance Opinion 05/2016.
Opinion 05/2016 from the Task force for the review of Part-M for General Aviation (PHASE II) proposes a ‘light Part-M’ (Part-ML) with requirements proportional to the much lower complexity and associated risks of the lighter end of the General Aviation (GA) community, and as clear and simple as possible in order to facilitate implementation.
Part-ML proposes alleviations for aircraft maintenance programmes (AMPs), airworthiness reviews and deferment of defects, and applies to the following aircraft when not listed in the air operator certificate (AOC) of an air carrier licensed in accordance with Regulation (EC) No 1008/2008 and not classified as complex motor-powered aircraft:
- aeroplanes of 2 730 kg maximum take-off mass (MTOM) or less;
- rotorcraft of 1 200 kg MTOM or less, certified for a maximum of up to 4 occupants; and
- other ELA2 aircraft.
This means that all sailplanes and balloons are covered by this Part-ML.
This Opinion also proposes a new simplified organisation approval (Part-CAO, Annex Vd to Regulation (EU) No 1321/2014) with alleviated requirements and with combined privileges for maintenance, continuing-airworthiness management, airworthiness reviews and permits to fly. Appropriate conversion requirements and transition measures have been introduced in order to facilitate the existing Part-145, Part-M, Subpart F and Subpart G organisations in obtaining the new Part-CAO approval.
This new Part-CAO approval is applicable to other-than-complex motor-powered aircraft not listed in the AOC of an air carrier licensed in accordance with Regulation (EC) No 1008/2008, and does not contain safety management system (SMS) requirements.
This Opinion will be complemented by a second Opinion to be issued in 2016/Q2, which will replace the existing Part-M, Subpart G by a new Part-CAMO (Annex Vc to Regulation (EU) No 1321/2014), with SMS requirements, applicable to continuing-airworthiness management organisations (CAMOs) managing complex motor-powered aircraft, and aircraft listed in the AOC of an air carrier licensed in accordance with Regulation (EC) No 1008/2008. This second Opinion will also contain the changes to Part-M stemming from both Opinions.
You can view this opinion here.
The Comment Response Document can be found here.
The CAA have published Information Notice IN 2016/036 which may be of interest to individuals using Third Country Licences for Non-Commercial Flights in Aircraft Registered in a Third Country and individuals using Third Country Licences for Non-Commercial Flights in Aircraft Registered in the United Kingdom.
It is reproduce in full below. Please take note of paragraph 2.3.
1.1 This IN is intended to notify publication of ORS4 No. 1163 “UK Licence Validation Requirements for Holders of ICAO Annex 1 Flight Crew Licences” which provides a general exemption from the requirements of Annex III to Regulation (EU) No. 1178/2011.
1.2 Due to pressure on the EU legislative programme, there has been a delay in the actions necessary to permit the UK CAA to extend the derogation from Annex III to Commission Regulation (EU) No. 1178/2011, which expires on 8 April 2016. The UK has therefore issued a general exemption, under Article 14(4) of Regulation (EC) No. 216/2008 for the period 8 April – 7 May 2016, in the terms outlined below. After this period, European Legislation will be in place permitting the UK to derogate from Annex III to Commission Regulation (EU) No. 1178/2011 into 2017.
2.1 The Civil Aviation Authority, on behalf of the United Kingdom, pursuant to article 14(4) of Regulation (EC) No. 216/2008, has exempted any holder of a pilot licence issued by a third country in compliance with the requirements of Annex 1 to the Chicago Convention who intends to operate a non-commercial flight in an aircraft registered in a Third Country from the requirements of paragraph A of Annex III to Commission Regulation (EU) No. 1178/2011.
2.2 The Civil Aviation Authority, on behalf of the United Kingdom, pursuant to article 14(4) of Regulation (EC) No. 216/2008, has also exempted any holder of a pilot licence issued by a third country in compliance with the requirements of Annex 1 to the Chicago Convention who intends to operate a non-commercial flight in an aircraft registered in the United Kingdom, from the requirements of paragraph A of Annex III to Commission Regulation (EU) No. 1178/2011.
2.3 The exemptions outlined at 2.1 and 2.2 above are restricted to UK airspace. Individuals and operators are responsible for ensuring that, if a flight will enter non-UK airspace, the competent authority for that airspace has enacted provisions which ensure that the flight will be legal. The Exemption is published as part of the Civil Aviation Authority’s Official Record Series 4, “UK Licence Validation Requirements for Holders of ICAO Annex 1 Flight Crew Licences”, dated 8 April 2016.
3.1 Any queries or requests for further guidance as a result of this communication should be addressed to:
Civil Aviation Authority
2W, Aviation House
4.1 This Information Notice will remain in force until 7 May 2016.