Designation of UK Examiners for Skill Tests for Initial Issue of Licences, Ratings and Certificates.

ARA.FCL.205(c) requires the UK CAA to have procedures to designate examiners for the conduct of skill tests on holders of UK issued licences or applicants for UK issued licences.

These procedures do not apply to proficiency checks or assessments of competence, as the designation of examiners is not required for those activities.

Examiners intending to conduct skill tests for pilots who hold (or will hold) licences issued by European Aviation Safety Agency (EASA) States other than the UK must be designated according to the procedures of those States. Where any UK examiner intends to conduct a skill test (for initial issue of a licence or rating) for a UK pilot licence holder or for any applicant wishing to apply for a UK issued pilot licence or rating, Information Notice IN-2016/004 applies.


As part of rulemaking task RMT.0677 concerning the Basic Instrument Rating, EASA has launched a simple online survey which we strongly recommend all those interested in instrument flying should complete by 01 March 2016.  The link to the survey is .

The link to the RMT.0677 Concept Paper is:

In order that EASA receives clear information concerning the level of interest in the current UK IR(R) / IMCR, we recommend that pilots should answer the survey questions as follows:

Pilots who hold an IR(R) / IMCR:

Question 2 - answer 'YES'
Question 2a - leave blank
Question 2b - answer 'National IR' with the relevant date option
Questions 5 and 6 refer to IR and EIR instructors / examiners, so IR(R) / IMCR instructors / examiners should answer 'NO' (unless, of course, they also hold IR instructor or examiner privileges) as that will then enable them to answer supplementary questions 5a and 6a.

Under 'Any other comments', enter as applicable:

My replies to Question 2 refer to the UK Instrument Rating (Restricted).

(If applicable)  I also hold instructor and examiner privileges for the UK IR(R).

(If applicable)  Provided that the requirements are proportionate, I fully intend to upgrade to the Basic IR as outlined in the RMT.0677 Concept Paper.

(If applicable)  I intend to upgrade to the CB IR using credit for the IR(R).







Pilots who are under training for the IR(R) / IMCR: 
Question 3 - answer 'YES'
Question 3a-  leave blank
Under 'Any other comments', enter as applicable:

I am currently under training for the UK Instrument Rating (Restricted)

(If applicable)  Provided that the requirements are proportionate, I fully intend to upgrade to the Basic IR as outlined in the RMT.0677 Concept Paper.

(If applicable)  I intend to upgrade to the CB IR using credit for the IR(R).



Welcome to the January 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

CAA Launches SkyWise alerting system.

The CAA has recently launched SkyWise, a new alerting system that will be used to keep stakeholders up-to-date with news, safety alerts, consultations, rule changes, airspace amendments and more from the CAA. 

It replaces our previous information and safety notices with a more instant, tailored service as there are numerous categories to which you can subscribe. 

The associated alerts are kept short and to the point, providing a top level overview and a link to further information where appropriate. 

It is our intention to utilise SkyWise to distribute information concerning airspace related developments ('Airspace Change' is one of many categories) and therefore you are encouraged to subscribe online and/or download the app to your mobile device through the SkyWise website

Mark Simmons
Airspace Specialist (Coordination)
Airspace, ATM & Aerodromes
Civil Aviation Authority

This email address is being protected from spambots. You need JavaScript enabled to view it.
Tel: 020 7453 6589

Balloon Pilot Sentenced for Insurance Fraud.

A commercial hot air balloon pilot, who repeatedly submitted false insurance documents to the CAA, has been given a suspended prison sentence and ordered to pay more than £20,000 costs. 

Allan Nimmo, owner of Eagle Balloons, provided the CAA with false insurance certificates for each of his seven hot air balloons on three occasions, in January 2013, July 2013 and May 2014.

A minimum level of insurance is required by law for an aircraft to be officially registered and for an owner to obtain an Air Operator's Certificate (AOC), which enables an operator to carry fee-paying passengers.

The defendant’s fraud was uncovered in July 2014, when a CAA Balloon Inspector asked Mr Nimmo to confirm the insurance status of three of his balloons, and he submitted scanned copies of insurance certificates. 

When the CAA cross-referenced the certificates with the named insurance provider, it became clear a previous insurance policy had finished and the certificates had been forged.  As a result, Mr Nimmo’s AOC was suspended.

In November, at Westminster Magistrates’ Court, Mr Nimmo admitted three counts of 'knowingly providing the CAA with false insurance certificates', which is contrary to the Civil Aviation (Insurance) regulations 2005.

Appearing at Southwark Crown Court on Thursday December 10, 2015, Mr Nimmo, aged 60, of Steinhousemuir, Stirlingshire, Scotland, was sentenced to nine months imprisonment, suspended for 18 months and ordered to pay CAA costs of £21,898.58.

Alison Slater, CAA prosecutor, said: “It is essential for the protection and safety of passengers and the credibility of the hot air balloon industry that operators have the appropriate insurance in place. This was the first case to be brought using the Civil Aviation (Insurance) Regulations and the length of the sentence and substantial fine issued, shows the significance the courts place on this type of fraud. The CAA will take whatever steps are necessary to ensure aviation safety laws are fully complied with and this prosecution highlights how seriously we and the courts take such breaches.”

PPR at Biggin Hill from 1st January 2016:

London Biggin Hill Airport will be introducing a requirement from 1st January 2016 next year that  all non-flight planned aircraft movements be pre-notified to Air Traffic Control.

Peter Mirams, the airport’s Air Traffic Services Manager explains the background to the new arrangement;

“The need to introduce a permanent PPR status has been brought about by the increasingly complex task of integrating general aviation flights with corporate and business arrivals and departures.  The benefit of PPR will be that ATC is able to pre-plan for busy periods of demand and this will result in fewer delays for all users” he said.

The PPR booking system will have a dedicated website for 24/7 access – or via a link on the airport’s website   

The website is already ‘live’ for the benefit of users although the PPR requirement is not mandatory until 1st January.

PPR requests must be filed on the system with a minimum notice of 30 minutes before arrival or departure.

FITA: Aviate,Navigate, Communicate – The General Aviation Story:

Learning to fly is not just for the able-bodied or for the wealthy. As with most other sports, flying enthusiasts come from all walks of life.

#YouHaveControl Anne Wafula-Strike, MBE, who experienced her first flying lesson at Freedom in the Air (FITA), said:

"I’ve always wanted to do this, I’ve always wanted to get the Freedom you know, the freedom of being in the air, and to me Freedom means so much ”

FITA has spent the last seven months filming with Tony Rapson. Tony is the boss of the Civil Aviation Authority’s General Aviation (GA) Unit, the department responsible for regulating the UK’s recreational flying.


This film aims to give the GA community a deeper understanding of Tony’s and his hard-working team’s efforts towards making the UK General Aviation – or GA - sector the envy of the world.
We wanted to make this film in order to clarify the GA Unit’s role, as well as dispel some of the misconceptions that the flying public has about it.

The Unit is the latest demonstration of the CAA’s determination to being a better regulator, reducing and improving our regulation of this key part of aviation in the UK. The GA unit is mainly involved in regulating the businesses that support private pilot sector However, as Tony explains, there is more to the ‘GA Unit’ then most realise.
More detail of the GA unit is available at

FITA is committed to opening horizons for people with disabilities so that they can fly higher socially, physically and professionally.


Gautam Lewis
Director, Freedom in the Air, Community Interest Company Ltd

General Aviation no gold plating consultation: CAA response.

In September 2014 the CAA published an open letter to the aviation community from Andrew Haines, our Chief Executive and Martin Robinson, Chief Executive of Aircraft Owners and Pilots Association (AOPA) reaffirming our commitment not to gold-plate European aviation regulations, and to act quickly and efficiently to remove gold-plating that already exists.

Andrew and Martin’s letter invited the GA community to identify where they perceived gold-plating had taken place through additional regulation or through the information and guidance published, detailing how we may have gold-plated and how the issue could be rectified.

All the responses have been assessed by the CAA and AOPA and any possible solutions discussed. This document outlines areas we are working on.

AOPA was happy to assist the CAA in this project. If members have examples of gold plating in the future then please let This email address is being protected from spambots. You need JavaScript enabled to view it. know.

CAA extends pilot training on permit aircraft.

The UK Civil Aviation Authority (CAA) has announced that initial pilot training will now be possible in aircraft with national permit to fly certification if the pilot being trained is the owner, or a joint owner, of the aircraft being used.

Today’s announcement builds on previous exemptions from the UK Air Navigation Order to allow aircraft on a permit to fly to be used for flight training.

Under the changes the pilot being trained must be at least a part owner of the aircraft (the current rules allow for a maximum of 20 owners of an individual aircraft).

If the training is for a European Aviation Safety Agency pilot licence or rating then it must be undertaken through an approved training organisation or a registered training facility. If the training facility is content this could still be carried out using the pilot’s own aircraft.

Tony Rapson, Head of the CAA’s GA Unit said: “This exemption is part of our commitment to bring in changes in advance of any future amendments to the Air Navigation Order that result from our recent review and consultation which is part of our ongoing GA change programme to make our regulation of GA proportionate and risk based.”

Welcoming the change Geoff Weighell, Chief Executive of the British Microlight Aircraft Association (BMAA) said: “The BMAA has engaged with and supported the CAA in bringing forward this change, which is consistent with the regulatory approach of enabling reasonable risk based decisions to be made by members of the GA community. It will enable part-owners of microlights to build and learn to fly in their own aircraft, encouraging new pilots and therefore providing a boost to training schools and aircraft suppliers. It is a winning result for the microlight community and other group owners in GA.”

The exemption is available at training exemption

CAA Brief Aircraft Owners On New Maintenance Rules.

The CAA has begun advising owners of General Aviation aircraft certified by the European Aviation Safety Agency (EASA) of changes to maintenance rules. In the future owners of these aircraft not being flown commercially will have a number of maintenance options. The existing UK Light Aircraft Maintenance Programme (LAMP) will be phased out as it does not comply with EASA requirements.

The initial phase out of LAMP, covering EASA certificated aeroplanes with a maximum take off mass of 1,200kg or less, will begin in 2016. Owners have a choice of moving to:

  • EASA Part M requirements
  • The new Minimum Inspection Programme (MIP), where owners can self-declare their aircraft maintenance programme, or
  • A programme based on manufacturer’s recommendations.

Regardless of the option chosen it must be specific to the aircraft and include a declaration signed by the owner accepting full responsibility for the programme (if the maintenance programme is not developed by a maintenance organisation). The move should be completed by 31 January 2017.

Before making any decision maintenance organisations and engineers should be consulted on the best option. The CAA is in the process of briefing all Part M maintenance organisations on the changes.   

As a result of the changes an aircraft’s annual inspection and the issue of its Airworthiness Review Certificate can be done at the same time, by the same authorised engineer from the Part M Subpart F or Part 145 organisation, as long as the same engineer carries out the airworthiness review. The maintenance programme itself will also be subject to a review by the maintenance organisation to ensure it is appropriate.

A second phase out of LAMP covering EASA certificated aircraft with a maximum take off mass between 1,200kg and 2000kg (and helicopters certified for up to 4 occupants and up to 1200kg MTOM) will start in 2017 with a year to transfer. This is pending the release of Part M Light which is expected to introduce the new process for these aircraft. EASA aircraft between 2000kg and 2730kg will also be impacted.

The CAA has also committed to review the UK-specific rules for Annex II aircraft. The Light Aircraft Maintenance Schedule used by microlights, kit-builds etc may also be aligned to Part-M rules as a result.

Listening Squawks - November 2015.

Frequency Monitoring SSR Codes (also known as Squawk Codes) are in use for aircraft flying in the vicinity of: Belfast Aldergrove; Edinburgh; Glasgow; Leeds Bradford; Doncaster Sheffield; Manchester; East Midlands; Birmingham; Farnborough; Luton and Stansted; Gatwick and London City; Southampton and Bournemouth. For details of the correct squawk and frequency as at November 2015 see below :

© Seager Publishing 2015

This guide can be downloaded for printing here.

Further details are available at AIP ENR SSR Operating Procedures – Monitoring Codes.

Points to remember
■ Enter the appropriate listening squawk for the area, with Mode C if you have it
■ Tune into the appropriate frequency and listen out, without transmitting
■ Change back to 7000, with Mode C, if you have it, when leaving the area or
changing frequency

A listening squawk does NOT…
■ Clear you into controlled airspace
■ Mean that you are receiving any ATC service
■ If you need a service from ATC, contact either the appropriate LARS frequency or London/Scottish Information as required

For latest updates see


Biggin Hill Airport Consultation - Proposed new IAP Runway 03.

At present, all flights approach the airport from the north-east using the airport’s precision guidance system but, in certain weather conditions (approximately 30% of the time), aircraft then have to circle the airport in order to land from the south-west. The planned installation will avoid that circuit and permit aircraft arriving from the south-west to make a more direct approach, reducing the number of homes overflown and improving environmental performance by reducing the number of track miles flown.

Biggin Hill Airport are conducting a wide-ranging consultation with our neighbours, MPs, local government, local and special interest groups, airport and airspace users. The consultation – which will run until mid-February 2016 – is being conducted in accordance with the procedures laid down by the UK Civil Aviation Authority and the Cabinet Office.

Graphic illustration of the proposed flightpath:



Biggin Hill invite you to respond to the consultation as a constituency, local government, interest group or user group representative.  The consultation document can be accessed below. It is both detailed and technical, but we have provided. A set of questions and answers is available as well.

The consultation document is available here:
The Q and As can be viewed here:

The website pages will guide you in how to respond.

As above, Biggin Hill are looking for responses from interest groups or user group representatives. If, after reading the Biggin Hill information provided,  you would like your views as an individual to be considered in any response AOPA makes please This email address is being protected from spambots. You need JavaScript enabled to view it. with your views and contact information (Name. Telephone number and AOPA membership number if you are a member).

Experimental Aircraft.

The CAA have published ORS4 No.1142 Experimental Aircraft. This provides new simple requirements from the UK Civil Aviation Authority (CAA) for approving the initial testing of small experimental aircraft in the UK.E Conditions will benefit small-scale aircraft designers and manufacturers by reducing the red tape and financial burdens associated with securing airworthiness and operational approval for new light aircraft designs (less than 2,000Kg MTOM), encouraging the growth of new design concepts.

See also the E Conditions Competition being run by the Royal Aeronautical Society.

RAeS E-Conditions Competition 2015 - 2016

The CAA have published CAP1220 ,  Operation of experimental aircraft under ‘E’ Conditions. See ORS4 No. 1142 Experimental Aircraft.To mark the introduction of the E-Conditions the Royal Aeronautical Society (RAeS) have launched an annual competition to raise awareness of this category and explore its boundaries.

The overall aims of the competition are:

  • To raise awareness of the creation of ‘E’ Conditions;
  • To stimulate interest in the use of ‘E’ Conditions for innovative aerospace design and
  • To  provide  a  fun  and  rewarding  opportunity  for  those  with  an  interest  in  the  field  to  have their ideas scrutinised by experts.

The scope of the competition from the RAeS website is:

The draft ‘E’ conditions are deliberately broad in their scope and are applicable to entirely new designs, existing designs that embody new modifications,  aircraft being operated in a previously unproven role or designs that fall outside the scope of existing regulations.  It may be that a single competition would be too broad and that several competitions need to be developed to cater for the different types of design idea that could be submitted. 

The same is true for the target audience.  The aim will be to encourage a broad spectrum of entries, from private individuals or companies, through to Schools, Colleges and Universities.  To formulate the correct competition strategy or strategies then, the General Aviation Group would therefore be pleased to hear from anyone or any organisation that  might consider entering such a competition and the category or categories of design that they would consider submitting. Examples might include but are certainly not limited to a replacement for the Rans S-6 for the RAeS Schools ‘Build-a-Plane’ project or an all-electric glider tug aircraft.

View the flyer for more details

Please click here to view the rules and regulations.

For further information or to enter please e-mail: This email address is being protected from spambots. You need JavaScript enabled to view it.


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