Details

Published: 27 September 2024

Use of Unleaded Aviation Gasoline in Spark Ignition Engines originally designed for Leaded Fuels

The CAA are reminding the GA community that two CS-STAN (Standard Change) are already available which enable suitable aircraft to utilise unleaded aviation gasoline.

CS-SC202c and CS-SC203c can be used in conjunction with approvals from both airframe and engine manufacturers to utilise certain unleaded fuels and update manuals and placards as required.

AOPA have created a database of airframe and engine data to help owners to understand if their aircraft could be eligible (note this is for guidance only).

The CAA will be publishing a webpage with further guidance on General Aviation fuels in the coming weeks to help the community navigate the differences between similar fuels.

Details

Published: 13 September 2024

General Aviation Licensing Review: Phase 2 consultation responses published

The CAA have published their consultation response documents for the General Aviation Licensing Review Phase 2 consultation. A summary of the responses received, the decisions made, and next steps can be found in the relevant consultation response document and on the consultation page:

aeroplanes including microlights and consultation page

balloons and airships  and consultation page 

sailplanes and consultation page 

helicopters  and consultation page 

gyroplanes  and consultation page

Details

Published: 28 August 2024

SD-2024/001: Active Carbon Monoxide Detectors in Piston Engine Aircraft Operations

The CAA have published Safety Directive SD-2024/001 which requires a functioning active CO detector capable of alerting via aural and/or visual warnings to be present in affected piston engine aircraft when operating with passengers on board who do not hold a recognised pilot qualification.

This SD is applicable to all piston engine aircraft, but excludes:

a) Single-seat aircraft;

b) Aircraft with an open cockpit/cabin;

c) Aircraft performing aerobatic manoeuvres (see paragraph 7(a) of the OD), unless as part of a Safety Standards Acknowledgement and Consent (SSAC) operation (see paragraph 7(b) of the OD);

d) Aircraft with piston engines located above/behind the cabin (e.g. helicopters, gyroplanes) unless cabin heat is also provided via an exhaust heat exchanger or a combustion heater; or

e) Aircraft with only wing-mounted piston engines.

Installing or carrying an active CO detector on board does not require CAA approval. Active CO detectors can be permanently installed in UK Part 21 and UK non-Part 21 aircraft as a ‘standard change’ under the provisions of CS-STAN  (Standard Change CS-SC107a) without any CAA involvement. Portable CO detectors can also be carried on board without any airworthiness approval. Regardless of which active CO detector is selected, pilots should ensure the device is functional, audible (and visible if equipped with a digital screen) and securely positioned in the aircraft before each flight.

Details

Published: 14 August 2024

Carbon Monoxide in Piston Engine Aircraft

In February 2024 the UK Civil Aviation Authority (CAA) launched a 4-week public consultation on carbon monoxide (CO) in piston engine aircraft, seeking stakeholder views on the barriers facing pilots in obtaining an active CO detector, the role that maintenance plays in combatting CO, the importance of protecting passengers from CO, and whether active CO detectors ought to be mandatory for some operations.

The CAA has now published the Comment Response Document for this consultation, which includes a summary of the responses received, the decisions made, as well as the next steps being taken.

The CAA will be issuing a Safety Directive requiring an active CO detector to be present in specified piston engine aircraft when operating with passengers on board who do not possess a recognised pilot qualification. The directive will be published later this month and will come into effect from 1 January 2025.

These are the three decisions that the CAA have made:

CAA Decision 1

The CAA will introduce a requirement to have a functioning active carbon monoxide detector, capable of alerting via aural and/or visual means, in specified piston engine aircraft when operating with passengers on board who do not possess a recognised pilot
qualification. The comments provided in this consultation will be taken into account when developing the requirement.

CAA Decision 2

The CAA will not, at this time, introduce mandatory CO concentration checks in piston engine aircraft maintenance programmes beyond what is already specified by aircraft manufacturers and UK Reg (EU) No.1321/2014 Annex Vb (Part-ML), Minimum Inspection Programme (MIP).

CAA Decision 3

The CAA will publish additional guidance on topics including: selecting an appropriate active CO detector, where and how to securely position devices in aircraft, how to respond to alerts, as well as guidance on exposure levels and thresholds for alarms.

Details

Published: 01 July 2024

Radiotelephony Manual (CAP 413) Edition 24 - Effective from 28 March 2024

Radiotelephony Manual (CAP 413) Edition 24 is now published. This future edition incorporates editorial changes and all Supplementary Instructions to December 2023. It is effective 28 March 2024.

Radiotelephony Manual (CAP 413) provides pilots, Air Traffic Services and ground personnel with a compendium of clear, standardised phraseology and guidance, for radiotelephony (RTF) communication in UK airspace.

NOTE:

CAP 413 Edition 24 was found to contain errors and has been withdrawn by the CAA. CAP 413 Edition 23 Corr is current at the date of this item.

Details

Published: 16 June 2024

Charles Strasser OBE 1927 - 2024

Charles Strasser OBE SBStJ MSc FCIM
1927 - 2024

AOPA are sad to hear of the passing of Charles Strasser, vice-president of AOPA UK on 10 June 2024.

Charles's aviation related activities included, being Chairman of the Channel Island region of AOPA UK, a member of and past Vice Chairman of the Jersey Aero Club, a Director of and past world President of IFFR (International Fellowship of Flying Rotarians), a member of the PPL/IR Network and a past St John Ambulance Air Wing volunteer pilot and Midland region coordinator for the transportation of human kidneys for transplant.

He personally initiated and progressed on behalf of AOPAbringing into being the CAA CAP 667 9.2(c) recommendation that, to reduce the incidence of fatal GA accidents, airports and aeroedromes should not charge any fees for emergency and precautionary diversion landings - the Strasser Scheme.

Charles was born in Czechoslavakia but moved to the U.K. with his parents in 1938, aged 11. By the age of 18, he was a dispatch rider with the Czech Independent Armoured Brigade and led a convoy of allied troops into Kasejovice. He was made an honorary Czech citizen in 2021.

He became a successful businessman on his return to the U.K. and was actively involved in many charities. Charles was the regional coordinator for the Midlands St John Ambulance Air Wing. He was awarded an O.B.E. for humanitarian services in 2000.

An active pilot for many years, his Piper Seneca was a well known visitor to many airports and airfield throughout Europe and beyond. He held an FAA CPL and IR.

Charles made a significant contribution to general aviation and pilots will benefit for many years to come from his efforts to get a better deal for GA pilots. Charles was a tough but fair negotiator, not easily accepting bureaucracy and red tape.

AOPA has lost a member and the aviation community in general has lost much more.

Details

Published: 13 June 2024

IAOPA News Report - VFR Flight Plans within Schengen Area

In a previous newsletter it was reported that there has been a relaxation of the requirement to file a flightplan within the Schengen Area. This gave rise to several questions from our members, so a few clarifications are appropriate.

No flight plan is required for VFR flights to or from a state within the Schengen area unless:

• The relevant state has a flight plan requirement for VFR flights;
• The flight crosses the airspace of a state outside the Schengen area; or
• The submission of a flight plan is mandatory under paragraph SERA.4001, part b, subparts 1, 3, 4 and 6 of Regulation (EU) No. 923/2012.

SERA.4001 Submission of a flight plan states:

(a) Information relative to an intended flight or portion of a flight, to be provided to air traffic services units, shall be in the form of a flight plan. The term ‘flight plan’ is used to mean variously, full information on all items comprised in the flight plan description, covering the whole route of a flight, or limited information required, inter alia, when the purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway, to take off from, or to land at a controlled aerodrome.

(b) A flight plan shall be submitted prior to operating:

(1) any flight or portion thereof to be provided with air traffic control service;

(2) any IFR flight within advisory airspace;

(3) any flight within or into areas, or along routes designated by the competent authority, to facilitate the provision of flight information, alerting and search and rescue services;

(4) any flight within or into areas or along routes designated by the competent authority, to facilitate coordination with appropriate military units or with air traffic services units in adjacent States in order to avoid the possible need for interception for the purpose of identification;

(5) any flight across international borders, unless otherwise prescribed by the States concerned;

(6) any flight planned to operate at night, if leaving the vicinity of an aerodrome.

(c) A flight plan shall be submitted, before departure, to an air traffic services reporting office or, during flight, transmitted to the appropriate air traffic services unit or air-ground control radio station, unless arrangements have been made for submission of repetitive flight plans.

(d) A flight plan for any flight planned to operate across international borders or to be provided with air traffic control service or air traffic advisory service shall be submitted at least sixty minutes before departure, or, if submitted during flight, at a time which will ensure its receipt by the appropriate air traffic services unit at least ten minutes before the aircraft is estimated to reach:

(1) the intended point of entry into a control area or advisory area; or

(2) the point of crossing an airway or advisory route.

This last point deserves some clarification. You must therefore submit a flight plan for:

Any flight or portion thereof to be provided with air traffic control service;

Any flight within or into areas, or along routes designated by the competent authority, to facilitate the provision of flight information, alerting and search and rescue services;

Any flight within or into areas or along routes designated by the competent authority, to facilitate coordination with appropriate military units or with air traffic services units in adjacent States in order to avoid the possible need for interception for the purpose of identification;

Any flight planned to operate at night, if leaving the vicinity of an aerodrome.

Please note that many countries still explicitly require a flightplan when crossing the border. Always check the AIP. AOPA Holland has prepared a document which gives the current status. In practice the following block of countries all have relaxations in the flight plan filing requirement: Netherlands, Belgium, Luxemburg, Germany, Austria, Czech Republic, Slovakia, Romania and Hungary

Also note that other Schengen countries not only require a flightplan when crossing the border but also still officially require you to land at a designated airport of entry even for intra-Schengen flights. For instance Denmark.

Schengen countries are Estonia, Greece, Spain, France, Italy, Latvia, Lithuania, Luxembourg, Hungary, Malta, the Netherlands, Austria, Poland, Portugal, Slovenia, Slovakia, Finland and Sweden, as well as the Balearic Islands, the Canary Islands, Madeira and the Azores.