United Flying Octogenarians.
The USA founded UFO – “United Flying Octogenarians” is launching its European Area.
Founded in the USA in 1982, when an enquiry at the FAA (Federal Aviation Authority) confirmed that there were 6,000 pilots over the age of 80 on the US Register. To date over 1,400 have joined UFO. They meet regularly at Regional Fly-ins for fellowship and talks on aviation subjects.
So far there are 35 European pilot members and Charles Strasser, a Vice President of AOPA UK, has accepted the invitation of the UFO Board to take on the job of UFO European Area Manager. It will be his task to find and enlist age qualifying pilots. The basic rule is that at the age of 80 or later, they must have held a valid pilots licence issued by any ICAO licensing authority.
UFO USA has members even over 90 years young, but there is no intention of forming a separate club for them.
The easiest way to join UFO is to use the application form on the UFO website , where more information can also be found. The annual membership fee is US$20.
Or email Charles Strasser for further details.
TAG Farnborough Airport – Airspace Change Proposal - Part B Report.
Feedback Report Part B, which details how suggestions, refinements and objections have been considered for the final proposal, is available to view and download from the TAG Farnborough Airport Airspace Change Proposal website at the following link :
Summary map of the differences between original consultatation and final proposal as detailed in the Part B Report:
TAG will also be submitting the final proposal to the CAA on 3 July 2015.
A decision on the proposal is expected by the end of the year and will be published on the TAG Farnborough website.
Director Airport Operations
Use of NPPL or LAPL with N-REG Aircraft.
AOPA have had a response from the FAA to a query raised by Nick Wilcock, via the CAA, some two years ago in respect of the use of NPPL or LAPL with N-REG Aircraft.
The FAA has confirmed that N-reg aircraft may be flown with a valid NPPL or UK-issued LAPL, but only in UK airspace. Thus even though a UK-issued LAPL may be valid across Europe, it may not be used outside the state of licence issue to fly N-reg aircraft.
AOPA - Working for You.
Follow @FASVIG on Twitter.
If you are a Twitter user you can now follow FASVIG on Twitter. Please follow us @FASVIG - http://twitter.com/FASVIG
The FASVIG website - http://fasvig.org - is now setup to support tweeting of posts and pages so do please spread the word on aspects of the Programme dear to your heart.
For the best information on the Future Airspace Strategy VFR Implementation Group you can still sign-up for email Newsletters at http://fasvig.org/subscribe
FASVIG Programme Coordinator
Infringement hotspots face big reduction targets.
The number of serious airspace infringements at six of the highest risk air traffic zones in the UK, should be cut by much as 50 per cent over the next 12 months, to head off the need for further action, the UK Civil Aviation Authority (CAA) has announced. Possible options under consideration, should the target for the particular hotspot not be met, include the deployment of bespoke ‘surveillance mandatory zones’.
Working teams, made up of local pilots, airport operators, air traffic controllers and CAA representatives, in each of the ‘hotspots’, have agreed the targets and committed to delivering the reductions through improvements to current procedures by December 2015. The six hotspots, which account for a significant proportion of the annual UK total, are:
The new strategy follows significant efforts over a number of years to educate general aviation pilots on how to avoid infringing Controlled Airspace, Danger Areas and Temporary Restricted Airspace. However, despite such campaigns, by the Airspace & Safety Initiative (ASI) and others, infringement rates have shown no significant decline over the last ten years.
The reduction targets include both high risk and overall numbers of infringements, with a success target based on high risk event numbers. The Southampton Local Airspace Infringement Team (LAIT), for example, will need to see high risk infringements reduce from the current annual average of 23 to 12.
Failure to achieve the target could see the future introduction of surveillance mandatory zones (SMZ) to provide a conspicuity buffer around particular hotspot. The aim of the SMZ will be to provide a ‘known traffic environment’ around the hotspot’s class D airspace. This could lead to a requirement for the mandatory use of radios and/or transponders in that buffer area. Other options, such as rationalising airspace boundaries, are also a potential solution.
The LAITs for each hotspot have been established and regular meetings are already underway. ASI will notify the general aviation community of their progress over the coming months.
VFR Guide for Norway - 2015 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!
AOPA Supports FASVIG Airspace Change Proposals.
AOPA has written in support of the proposal to amend the Solent CTA6 by raising the base by 500 feet to 3,000 feet.
This will clearly improve the safety of the airspace by increasing the narrow lanes of Class G above the Fleetlands ATZ and reduce the environmental impact of aircraft unnecessarily over-flying Portsmouth in order to avoid Class D airspace.
At the same time AOPA, for as long as I can remember, has voiced concerns over Airway Q41. It was a hobby horse of the late Peter Skinner. The proposed amendment is to make the Airspace below FL80 Class D which would allow VFR Flights greater access when crossing the Channel; flying higher than the current 3,500 feet across a long sea transit has a number of benefits.
AOPA believes that such an amendment would improve flight safety and would be in line with the CAA policy (DAP) on the safe and efficient use of the UK’s Airspace for all users.
If you wish to add your weight to the proposal you only have until June 20th to do so.
For more information about FASVIG and links to proposals go to www.fasvig.org/acp
Welcome to the May 2015 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
EASA and IATA Move to Reduce Risk of Loss of Control Accidents :
The European Aviation Safety Agency (EASA) and the International Air Transport Association (IATA) announced the publication of new training requirements for airline pilots to prevent loss of control situations.
The so called “upset prevention and recovery training” (UPRT) requirements aim to better train pilots in order to face unexpected events, potentially leading to a loss of control. The requirements are based on International Civil Aviation Organization (ICAO) standards and recommended practices and have been developed by EASA in consultation with leading industry experts. All European Airlines and commercial business jet operators are required to implement these provisions by May 2016.
Patrick Ky, EASA Executive Director, said: “A number of accidents in the recent years have demonstrated that Loss of Control remains a major area of concern for aviation safety and should be tackled with the highest priority”.
“Although LOC-I events are rare, 97% of the LOC-I accidents over the past five years involved fatalities to passengers or crew. Partnering with EASA on this important initiative based on global standards and best practices will reduce the likelihood of such events in future,” said Tony Tyler, IATA Director General and CEO.
IATA through its Pilot Training Task Force is developing detailed guidance material in support of the implementation of the provisions by its European members.
More information on the new training requirements available on the EASA website.
Dublin Flight Information Listening Squawk :
Dublin Flight Information will be introducing a listening squawk 0401 from 20th May 2015, when listening to FIS Frequency 118.500 MHz.
The Listening Squawk, officially known as a Frequency Monitoring Code, will play a vital role in reducing infringements of controlled airspace by enabling air traffic controllers to alert pilots if their aircraft looks likely to infringe. Any aircraft fitted with a Mode A/C or Mode S transponder can use these codes.
By entering the 0401 squawk code into the transponder and listening to the published radio frequency, a pilot signifies to Dublin Air Traffic Control that he/she is actively monitoring radio transmissions on the Flight Information Frequency (FIS) 118.500 and that their aircraft position is visible on radar. A call to FIS can still be made to request a flight information service but it is expected that the number of calls to the frequency will reduce.
Airspace Incursion Warning for controllers will continue to be available but the Listening Squawk will add a further safety net to help ensure aircraft do not infringe controlled airspace.
The selection of the 0401 squawk by pilots does not imply the provision of an ATC service.
Future Airspace Strategy VFR Implementation Group - Get Involved :
At International, European and National level, civil aviation has grown resulting in the (perceived) need for more regulated airspace or ‘capacity’.
Within the EU, the Single European Sky ATM Research (SESAR) programme has been established to develop and deploy modern ATM technologies to meet the need for capacity whilst reducing cost, improving safety and mitigating environmental impact.
In the UK, the CAA has been an early advocate of the need for change and modernisation so launched the Future Airspace Strategy (FAS) in 2011. But, FAS only addressed Commercial Air Transport (CAT) in its first iteration and
- Regulated Airspace in the UK has developed in a piecemeal way with legacies from military and civil aviation that are no longer fit for purpose.
- Changes in airspace can compromise the access for VFR operations into it
- Information and communication do not serve the VFR community well
So, the CAA needed a way to deliver the FAS vision beyond CAT. Hence the FAS VFR Implementation Group (FASVIG) was formed at the end of 2013 as a collaboration between:
- business and general aviation
- the flight training industry
- sporting and recreational aviation
Members of FASVIG
- AOPA UK Aircraft Owners and Pilots Association UK
- Ascent Flight Training
- Birmingham Airport Limited
- Blackpool Airport
- BBAC British Balloon and Airship Club
- BGA British Gliding Association
- BHPA British Hang Gliding and Paragliding Association
- BHA British Helicopter Association
- BMAA British Microlight Aircraft Association
- Cambridge International Airport
- CAA Civil Aviation Authority
- CHIRP UK Confidential Human Factors Incident Reporting Programme for aviation
- Damyns Hall Airfield
- Flyer Magazine
- GAA General Aviation Alliance
- Leeds Bradford International Airport
- LAA Light Aircraft Association
- Light Airlines
- Light Aviation Magazine
- Met Office
- MOD Ministry of Defence
- NATS National Air Traffic Services
- Pilot Magazine
- Shoreham Airport
- Stapleford Flight Centre
- UK Airprox Board
The new dedicated http://www.fasvig.org website was launched on 14th April 2015 by the Future Airspace Strategy VFR Implementation Group (FASVIG).
It has been built since the GA Event at Duxford on 28th March and the successful launch of Version 1 of the FAS VFR Implementation Programme.
As well as providing details of the Implementation Programme and FASVIG, the website enables people to subscribe for:
FASVIG General Aviation Newsletters
Updates on Airspace Change Proposals in which FASVIG has an interest
See here: http://www.fasvig.org/subscribe
Volunteer for FASVIG
For those that want to get involved in helping FASVIG deliver the Implementation Programme but who did not have the opportunity to Volunteer at the GA Event, you can now Volunteer online here: http://fasvig.org/volunteer.
We have 25 'Packages of Change' to deliver which will involve many teams covering the whole of the UK. So we need your help! At the time of writing this article, 32 AOPA Members have vounteered to help FASVIG so far but we need more volunteers from all regions of the country.
FASVIG Programme Coordinator
Bristol Airport Frequency Monitoring SSR Code 5077 -
The CAA have published Information Notice IN-2015/031 to promulgate the allocation of Secondary Surveillance Radar (SSR) Code 5077 as the Bristol Airport SSR Monitoring Code, effective
28 May 2015.
You can download the notice by clicking here to view IN-2015/031.
IN–2015/027 Allowing Instructors to Revalidate SEP and TMG Class Ratings :
The CAA have published Information Notice Number: IN–2015/027 which advises that FI(A)'s and CRI's, who are specifically authorised by the CAA, are now authorised to extend the validity of a pilot’s SEP and TMG class ratings where the licence holder has met the requirements for revalidation by experience and the licence is a UK Issued licence.
The Information Notice reads :
1.1 Flight Instructor (Aeroplane) (FI(A)) and Class Rating Instructors (CRI) that are valid for Single Engine Piston (SEP) and/or Touring Motor Glider (TMG) are now authorised to extend the validity of a pilot’s SEP and TMG class ratings where the licence holder has met the requirements for revalidation by experience. Instructors need to be specifically authorised by the CAA to be able to do this.
2.1 A pilot can renew their SEP or TMG rating by completing 12 hours flying in that class of aircraft in the 12 months before their rating expires. That must include:
- six hours as pilot in command
- 12 take-offs and 12 landings, and
- a training flight of at least one hour with a flight instructor or a class rating instructor (pilots are exempt from this flight if they have passed a class or type rating proficiency check or skill test in any other class or type of aeroplane).
If this is completed then the revalidation page in their licence is endorsed to show their rating is valid for another 24 months.
Previously this had to be done by an authorised examiner but from 8 April 2015 this will be extended to include Flight Instructor (Aeroplane) (FI(A)) and Class Rating Instructors (CRI).
2.2 European requirements state that these instructors must be specifically authorised for the task. To achieve that we will add FCL.945 to the privileges shown in the instructor’s licence. This will also be valid for the revalidation by experience of SEP and TMG/SLMG ratings held in UK national aeroplane licences.
2.3 From now on whenever we reissue a licence with a FI(A) or CRI we will automatically add the FCL.945 privilege. If an instructor wishes to add the privilege before this then they can apply using form 1133 for a fee of £53.
The change affects UK-issued licences only, and not those issued by other member states.
3.1 Any queries or requests for further guidance should be addressed to:
Licensing - Shared Services Centre
Civil Aviation Authority
GE, Aviation House
4.1 This Information Notice will remain in force until 8 April 2016.
ORS4 No 1093 Instruction and Testing in Permit to Fly Aircraft.
The CAA have announced that any aircraft of 2730 kg or less registered in the United Kingdom with a national Permit to Fly are now exempt from:
a) article 23(1)(c) of the Order, which prohibits such an aircraft from flying for the purpose of aerial work, other than aerial work which consists of flights for the purpose of flying displays, associated practice, test and positioning flights or the exhibition or demonstration of the aircraft;
b) the requirement at article 269(1) that to be a private flight, the only valuable consideration given or promised for a flight must fall within article 269(3).
ORS4 No.1093 can be found here.