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Advance information requirements for international General Aviation flights – government response |
The Government have published the consultation response for the consultation General Aviation: Advance information requirements for international flights.
It covers:
- the background to the consultation
- a summary of the consultation responses
- the government’s proposals and next steps
The full response can be found here: https://www.gov.uk/government/consultations/advance-information-requirements-for-international-general-aviation-flights/outcome/advance-information-requirements-for-international-general-aviation-flights-government-response
The Home Office received 199 responses to the public consultation: 184 were received using the online smart survey and 15 were received by email.
The consultation was targeted to GA trade bodies and associations as well as to other government departments and agencies. The majority of responses were submitted by individual leisure pilots, with around 10% from business and commercial GA operators. Responses were also received from Counter-Terrorism Border Policing, the National Crime Agency and the Department for Transport. All feedback was analysed for common themes of support and concerns raised about the proposed regulations.
Government response Summary:
The government is grateful for the feedback and suggestions received from all respondents on the consultation. The valuable contribution GA makes to the aviation sector and the wider UK economy has been noted.
Whilst we endeavour to keep the regulatory burden on the GA sector to a minimum, this must be sufficiently balanced with border security and law enforcement needs. It is of paramount importance that API is received in a manner that enables automatic border checks to take place and for pre-departure action to be taken.
The government proposes to introduce regulations requiring information about international GA flights and persons on board and for that information to be provided online and in advance of departure for all international flights to and from the UK (including within the CTA). Reflecting feedback from consultation respondents the government proposes the information be submitted no earlier than 48 hours and no later than 2 hours prior to departure to or from the UK.
The regulations will be underpinned by a civil penalty regime where a maximum penalty of up to £10,000 may be issued for non-compliance.
Summary of next steps
In response to the consultation the government is committed to:
- Making technical enhancements to the sGAR portal to improve user experience.
- Developing a robust civil penalty process and publishing clear guidance on its operation for leisure pilots, GA owners and GA operators.
- Establishing and publishing a clear process for reporting delayed GA flights or those having to report in exceptional circumstances.
AOPA has during the discussions promoted the need for a simple , seamless system that provides the necessary information with the least amount of inconvenience given that 99.9% of our members are law abiding citizens.
Like the US ESTA system, Europe and the UK have been developing their own policy and systems.The UK Electronic Travel Authorisation (ETA) system is scheduled to be fully operational by the end of 2024, while the European system, ETIAS,is scheduled to be operational from mid-2025.
Some of the points raised and Government responses:
Information required about flights and persons on board
Respondents were asked about the information that would be required in respect of flights and persons on board.
Most respondents commented the information is similar to what is already included in GAR and there would be no impact.
Concerns were raised over the duplication of data requirements with flight plans and the consideration given to introducing a single requirement encompassing the flight plan and API.
Some respondents noted not all airfield locations have an ICAO code and alternative options other than LAT/ LONG should be made available, given the scope for error with latitude and longitude and the consequences of such errors.
Government response
Whilst a flight plan includes information about the flight, it does not include – and does not need include – the API fields relating to persons on board. As such reliance upon the flight plan would be insufficient for border security and law enforcement purposes and adding details of all persons onboard to the flight plan is unnecessary for flight planning purposes.
The government is committed to making reporting as straightforward as possible. We are considering the feasibility of using additional applications such as ‘What Three Words’ to assist with identifying locations where there is no ICAO code.
Reporting notification period
Respondents were asked for their views on the proposed requirement that API be submitted no earlier than 24 hours and no later than 2 hours before departure.
Whilst a number of respondents felt the timing requirements were reasonable, there were some concerns that the proposed timings would not allow for last minute changes. Some respondents asked for more flexible timing requirements enabling API to be submitted within 2 hours of departure and more than 24 hours before departure.
Law enforcement agencies also noted concerns about their ability, when necessary, to reach remote GA locations within 2 hours of GA flights departing from the UK.
Government response
Within the timing requirements there is a need to balance the operational constraints of Border Force and other law enforcement agencies with flexibility for GA pilots, owners and operators. In order to fully assess each international GA flight and when necessary deploy to meet it, a minimum of 2 hours is required. Therefore, the timing requirement cannot be less than 2 hours.
However, after noting the suggestions that API be submitted earlier than 24 hours, the government is content to extend the timing requirement to a maximum of 48 hours prior to departure. This would also give law enforcement agencies additional time to analyse the API received.
Online submission of Advance Passenger Information (API)
Respondents were asked about submitting API online using portals or applications and if there would be any practical implications of doing so.
The majority felt that applications and portals were a sensible method for submitting API, providing the systems were robust and could ingest high volumes of submissions.
In the event of a technical issue, respondents mentioned the requirement to have a fallback method such as telephone or email.
Concerns were also raised about submitting API online from remote GA airfields without reliable internet connectivity or where the pilot was unable to access mobile data.
Government response
There is an existing manual reporting process for submission in the event of technical failure. Details can be found on: General Aviation Report (GAR) Guidance – April 2023[footnote 1]. The government is in the process of reviewing this and will publish updated guidance in due course.
As API can be submitted in advance of departure, should pilots be concerned about a lack of internet access at remote airfields they should submit the information in advance when they do have internet access.
Submit a GAR (sGAR) Portal
Respondents were asked to give their views on the government’s sGAR portal.
A large number of respondents stated they had not used sGAR due to already using existing third-party applications connected to Home Office systems.
Of those who have used sGAR, feedback was generally good, with the service being referred to as “an excellent service” and one which met their needs.
There was some criticism that sGAR was not user-friendly, for example, because it requires users to acquire a short validity log-in token. A number of respondents reported issues with Border Force being unable to locate GARs that had been submitted using the system.
There were further suggestions on how the system could be improved. It was said the sGAR log in process should be adapted to enable easier log-in; users should be able to amend the information submitted (instead of cancelling and resubmitting), and the receipt confirmation must be clear which flight it relates to.
Government response
All government systems hosted on gov.uk are required to pass an extensive assessment process and adhere to design principles in order to be government Digital Systems compliant. This process ensures that government systems are fully accessible and efficient.
The issues around GAR submissions have been noted and a review of internal operational processes is taking place. This will ensure all GARs submitted using s-GAR are identified and actioned by the relevant Border Force region.
Having reviewed and considered sGAR users’ experiences, the government has committed to making the following enhancements to the sGAR system:
- enabling users to log-in either using the existing token or, creating a character password
- adding a function to give pilots, owners and operators the ability to amend existing GARs for upcoming flights
- including flight details in GAR receipts making it easier to distinguish between GARs
The Authority to Carry Scheme
Respondents were asked for their views on the implications of operating the Authority to Carry (ATC) Scheme 2023[footnote 2] in respect of international GA flights.
There were concerns over how and when communications of refusals of authority to carry would be made and received by the responsible person. They felt an email or a telephone call should be used to communicate ATC refusal notifications as some airfields have no internet connection, impacting a refusal being received.
Government response
The Authority to Carry Scheme 2023 applies to international GA flights and where API is available GA operators have been refused authority to carry individuals to the UK when necessary. In the event an individual in scope of the Scheme is identified a phone call is made and an email is sent to the responsible person informing them that the individual should not be carried to (or from) the UK. The Authority to Carry Scheme 2023 also applies where the responsible person has not sought authority to carry all passengers and crew on board the flight to (or from) the UK. In both circumstances, under the Authority to Carry Scheme (Civil Penalties) Regulations 2015 the responsible person may be liable to a civil penalty of up to £50,000.
Reporting in exceptional circumstances
Respondents were asked how the reporting requirement should operate in exceptional circumstances. Suggestions ranged from a 24/7 telephone line or text service/email address to report changes to GARs, through to making changes to the sGAR or equivalent apps to allow pilots to report changes in circumstances.
Government response
As noted above, there is an existing process for reporting in exceptional circumstances. However, the government is reviewing this guidance and will publish an updated process in due course.
The 12-hour notification period under paragraph 12 of Schedule 7 to the Terrorism Act 2000
Respondents were asked for views on the impact of the 12-hour notification period under paragraph 12 of Schedule 7 to the Terrorism Act 2000 (‘TACT’).
Whilst there was a general consensus that the TACT notification requirement for international GA flights within the Common Travel Area, and for domestic flights between Great Britain and Northern Ireland and providing advance notification to authorities is a sensible requirement to have in place. The majority of respondents suggested that the timing requirement should be reviewed before any new regulations are implemented with a view to aligning the timing requirements.
Some respondents noted the 12-hour TACT notification drives perverse flying behaviours, such as pilots flying to the UK from the Channel Islands via France to avoid the TACT notification prior to departure.
A number of concerns were raised around the risks the timing of the TACT notification requirement posed to flight safety. Due to weather patterns quickly changing, the final ‘go/no-go’ decision is made closer to departure. Some respondents felt that attempting to comply with the TACT notification in bad weather could lead to flying in dangerous conditions.
Government response
The government is committed to amending the requirement in paragraph 12 of Schedule 7 to the Terrorism Act 2000 and will provide further updates on this in due course.
Alternative approaches
Respondents were asked for their views on alternative approaches to securing the border and managing vulnerabilities relating to international GA flights. Suggestions included:
- requiring all aircraft making international flights to carry a correctly configured and transmitting transponder
- categorising all flights by aircraft weight. For example, a microlight is unable to transport significant weight (drugs or people) but larger aircraft have more capability and should require closer attention from the authorities
Government response
The government welcomes the alternative solutions put forward by respondents. These are suggestions that will be considered and shared with DfT and may assist in developing our intelligence picture of international GA.
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New study on Electronic Conspicuity published by UK CAA |
A study has been published looking at how human factors affect the use of Electronic Conspicuity (EC), and what can be done to can enhance airspace safety.
- The research is part of progress being made on the regulator’s Airspace Modernisation Strategy
- Work is underway to help inform Electronic Conspicuity standards that should be adopted in the future.
New research shows there are untapped benefits of Electronic Conspicuity devices in light aircraft, which is vital to help avoid mid-air collisions and situations where air safety is threatened, known as Airprox. An accompanying video has been published which can be found here.
A report, published by the UK Civil Aviation Authority on 16 November 2023, has looked at the importance of technology used in light aircraft that helps make pilots aware of other aircraft such as planes, gliders, helicopters and drones to avoid collisions and increase airspace safety.
The findings of the report will be used alongside new research the regulator has commissioned to set a future standard for the use of Electronic Conspicuity equipment.
As well as enhancing airspace safety, Electronic Conspicuity is vital to enabling the safe and efficient integration of airspace for all airspace users, one of the objectives of the UK Civil Aviation Authority’s Airspace Modernisation Strategy.
Electronic Conspicuity is an umbrella term for the technology that can help General Aviation pilots, drone operators and air traffic services be more aware of what is flying in surrounding airspace.
It includes the devices fitted to aircraft and unmanned systems that send out position information, and the support infrastructure on the ground to help them work together.
Jon Round, Head of Airspace, Aerodromes and Air Traffic Management at the UK Civil Aviation Authority, said: “Electronic Conspicuity is key to unlocking progress on modernising airspace in the UK. Not only can it help to mitigate the risk of mid-air collisions and infringements into controlled airspace, but it can enable the safe and efficient integration of all airspace users in our skies. This new report shows how important it is for us to continue our work in this area, so that we can enable the modernisation of the UK’s airspace structure and route network.”
The milestone report was carried out by GASCo and Jarvis Bagshaw, who surveyed pilots to investigate how Human Factors affect the safe use of Electronic Conspicuity.
The results of the survey were complimented by four trial flights, using eye-tracking technology, to observe pilot behaviour in flight when using EC to enhance their visual scan and situational awareness.
Mike O’Donoghue, Chief Executive at GASCo, said: “Electronic Conspicuity is a really important tool for keeping our airspace safe. Our report shows its advantages, but also highlights the need for more training, awareness and hands-on practice. We will continue to work with the UK Civil Aviation Authority on the progress being made in this area, so that the benefits of Electronic Conspicuity can be realised.”
The research found that, despite the advantages of Electronic Conspicuity, there were many learning points including a ‘false sense of security’ from some pilots, issues around distraction when flying, and over-reliance on the technology.
The report also made recommendations on enhancing pilot training for Electronic Conspicuity devices, emphasising the importance of understanding in-flight effects and their mitigation, as well as the need for hands-on practice on the ground and in the air.
The publication of the report comes as the regulator commissions a new study on Electronic Conspicuity, which will look at how the technology can enhance airspace safety and enable integration of crewed and uncrewed airspace users. The research will aim to characterise UK airspace while researching methods of practically implementing Electronic Conspicuity.
The regulator will use this recent report from GASCo and Jarvis Bagshaw, and the newly commissioned study, to inform future decisions on an Electronic Conspicuity Standard, and how such a Standard can be implemented.
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Introducing the Application Form Submission Service |
Following on from our previously sent communication last month, we have now launched our online Application Form Submission Service on the CAA Customer Portal for existing PDF applications.
Please read our Application Form Submission service blog to find out more.
This is a phased launch.
If the PDF application form that you are using has not updated yet, then please continue to submit this as you do usually; these remaining applications will be updated in the next phase of the project (due to go live at the end of November).
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2024 Membership Rates |
AOPA membership rates were last increased in 2022 for non-Direct Debit payers and payments by Direct Debit (DD) were last increased in 2019.
At the last Board meeting membership rates for 2024 were reviewed against the rising costs being experienced by the business, with the inevitable conclusion that membership rates would have to be raised. The Board agreed to limit the overall increase to around 5%. From 1 January 2024 the revised rates will be:
| Individual Membership & Payment | Current Rate | 2024 Rate |
| Student Pilot | FREE | FREE |
| 1 Year Pilot or Instructor (non-Direct Debit) | £105 | £110 |
| 1 Year Associate (non-Direct Debit) | £75 | £80 |
| 2 Year Pilot or Instructor (non-Direct Debit) | £240 | £250 |
| 1 Year Pilot or Instructor (Direct Debit) | £99 | £105 |
| 1 Year Pilot or Instructor (Monthly Subscription Option) | £10 per Month | £10 per Month |
| 1 Year Associate (Direct Debit) | £75 | £80 |
| *2 Year Pilot or Instructor (Direct Debit - Annual Payment) | £115 | £120 |
| * Increase will apply from membership expiry. | ||
| Corporate Membership | Current Rate | 2024 Rate |
| Small Corporate (Basic Rate - inc VAT) | £285 | £300 |
| Large Corporate (Basic Rate - inc VAT) | £475 | £500 |
GoCardless Payers:
In preparation for the increase, we have updated your payment plan if you are due to renew in 2024. GoCardless will have nortified you that your payment will be changed from the next payment. You will NOT be charged the higher rate until your renewal date and you approve the payment. AOPA will also email a reminder to you in advance.
It is regretable that we have had to announce this increase, which we have kept to an absolute minimum.
Martin Robinson
CEO AOPA UK
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Revised CAP1616 airspace change process |
From the CAA:
The UK Civil Aviation Authority has today published its revised CAP1616 airspace change process. The package of improvements makes the airspace change process easier to understand and clarifies the requirements needed to be met to progress an airspace change proposal.
Our improvements focus on simplification, clarification, and proportionality. The way the UK Civil Aviation Authority makes airspace decisions is not changing, with the revised airspace change process and improved guidance clearly defining the requirements.
This makes it simpler for change sponsors and stakeholders to better understand what they need to do in the process, and the engagement airspace change sponsors have with stakeholders should be more focussed and meaningful.
We have also made it clear how the requirements can be applied proportionately and tailored to each proposal put forward.
The revised process takes into consideration feedback and insights from stakeholders affected by airspace change. We’d like to thank everyone who took the time to give us feedback.
The revised documents can be found on the UK Civil Aviation Authority website. Further associated guidance will be published in due course.
Transition arrangements
This airspace change process (CAP1616, version 5) will come into force on 2 January 2024.
Any airspace change proposals commenced on or after that date will be assessed against the requirements of the process as described in this document. All change sponsors with airspace change proposals in process under CAP1616 (i.e., where an assessment meeting has already taken place) and in Stages 1-4, will be informed of the requirements that apply to their submissions and this will be published on the portal.
We aim to inform all change sponsors of such requirements by 30 November 2023. Airspace change proposals in Stages 5-6 will continue as planned and will not be affected by the publication of CAP1616, version 5.
You can read our full statement on transition arrangements on our website.
Date for the diary – CAP1616 webinar
We are holding a webinar for stakeholders to attend, where we will talk through the revised process and be on hand to answer any questions you may have. This is taking place on Tuesday 28 November.
We will share more information and registration details in the coming weeks.
The webinar will be recorded and available on our website for those unable to attend.
Training
We are in the early stages of developing a two-day course on the airspace change process to help stakeholders gain a deeper understanding of the airspace change process and why it exists.
It will provide an overview of the regulatory process and the related legislative framework, to outline process requirements for changing the notified airspace design and to explain how the CAA applies those when assessing airspace change proposals (ACPs). It will be designed for aviation organisations sponsoring and/or developing airspace change proposals (including their consultants) and for new airspace regulators. This course is a foundation and pre-requisite for a more detailed and specific training.
We would be keen to hear from you as to whether this would be of interest, what you would like to see included or what objectives you may wish the course to achieve, and whether you would still attend this training if it was needed to be paid for. Please reply to
Once again, we’d like to thank everyone who gave feedback over the review period.
Airspace Regulation team
UK Civil Aviation Authority
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Farnborough Airport - Notice of Consultation |
Farnborough Airport have given notice of their latest consultation as below. The Airport is seeking your views on their proposals to submit a planning application to amend the Airport’s:
• Existing annual flight limit from 50,000 to 70,000 flights per year to meet the market demand for flights by 2040
• Existing annual non-weekday (i.e. weekends and public holidays) flight limit from 8,900 to 18,900 flights per year, maintaining the same percentage of non-weekday flights as exists today
• Operating hours on non-weekdays from 8am-8pm to 7am-9pm to reduce congestion at either end of the day
• Restricted aircraft weight category from 50-80 tonnes to 55-80 tonnes, and increase the related amount of annual flights allowed within this category, to accommodate modern aircraft which are slightly heavier
AOPA members: If you have any views or comments please email
You can find ful detAils and keep up to date here: https://farnboroughairport2040.com/ Press releases from Farnborough follow:
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Home Office Universal Permission to Travel; Submit a General Aviation Report (sGAR), Future Border & Immigration System |
In August 2023 the Home Office produced this information pack to provide more information on the Home Office’s new Universal Permission to Travel (UPT) scheme, along with further information regarding the UK Electronic Travel Authorisation (ETA), Electronic Visas (eVisas), Carriers’ Liability Scheme and the Common Travel Area (CTA), alongside how it will effect the Submit a General Aviation Report (sGAR) interface. The current Roadmap wil see the introduction of some elements towards the end of 2023.
sGAR is for all general aviation pilots, operators and agents making international journeys or travelling within the Common Travel Area, to advise UK authorities of their expected journey in advance of travel. It enables users to submit digitised data about the aircraft, the flight and persons and goods on board.
It includes the following sections:
1. Future Border and Immigration System
2. Digital-only Immigration Products: Electronic Travel Authorisation
3. Digital-only Immigration Products: eVisa
4. Common Travel Area and Carriers' Liability Scheme
5. UPT and Health-Related Responses
6. Delivery Roadmap and Next Steps
The UK Government is committed to strengthening the UK’s borders by ensuring that everyone travelling to the UK (except British and Irish citizens) seek permission in advance of travel – this is our Universal Permission to Travel (UPT) requirement. It is our ambition for those operating services across all modes– including General Aviation - to use a Home Office system to check each person’s permission to travel prior to check-in and boarding.
A pilot, operator or agent will be able to use the Home Office’s sGAR interface to check whether an individual has a valid permission. When a person’s information is submitted via sGAR, we will return a response confirming whether a person has met the security and immigration (and, when applicable, health requirements) to travel to the UK.
The Home Office is:
- Moving from physical immigration documents to digital-only immigration products (e.g. eVisas).
- Introducing the Universal Permission to Travel (UPT) scheme which will require everyone travelling to the UK (except
- British and Irish citizens) to hold an immigration permission before they travel.
- Introducing a new digital-only immigration product for non-visa nationals, Electronic Travel Authorisation (ETA).
- Updating the Carriers’ Liability Scheme to require pilots, operators and agents to check immigration permissions for non-visa nationals (as well as visa nationals).
To support the move to digital-only immigration products and the introduction of the UPT scheme, the Home Office is updating the sGAR web user interface so that when users submit passenger information we can return a response confirming whether or not a passenger has a valid immigration permission.
Impact on Pilots, Operators and Agents:
- Pilots, operators and agents will be responsible for confirming each passenger is the rightful holder of the travel document presented and that the document is genuine and unaltered.
- Where a pilot, operator or agent has not complied with this requirement, they will be liable to a penalty.
- Where the Home Office has confirmed a passenger has a valid permission, pilots, operators or agents will not need to check for physical permission.
- There will be some limited exceptions for those who we cannot require to hold a permission – e.g. diplomats.
Change to Submit a General Aviation Report:
- Submit a General Aviation Report (sGAR) already exists and is being used by General Aviation. However currently this only provides pilots, operators and agents with an API submission receipt confirmation.
- UPT will build on this interface by sending back responses relating to each passenger’s permission to travel.
- The responses will provide the pilot, operator or agent with information on whether the passenger has a valid permission to travel to the UK, or whether any additional manual checks should be carried out.
Benefits to Pilots, Operators and Agents:
- With the full implementation of UPT, in the majority of cases, pilots, operators or agents will receive a response from the Home Office to confirm whether a passenger has met the travel requirements rather than having to determine it for themselves.
- Where we can confirm a digital permission, pilots, operators and agents will not have to check physical immigration permissions (e.g. visa, vignette, BRP) but will still need to perform a document identity check at boarding
- Pilots, Operators and Agents can rely on the message from the Home Office to confirm permission – reducing liability/risk of error
- Pilots, Operators and Agents are provided with confirmation of whether a passenger has met requirements in advance of travel, or what action they need to take
- Introduced the ability for Pilots, Operators and Agents to detect fraudulent permissions
Next Steps:
- General Aviation Engagement Event – Autumn 2023
- sGAR Testing Begins – October 2023
- sGAR Go Live with UPT functionality – November 2023
The Home Office will be holding our next series of UPT engagement in Autumn 2023 and will provide further information on the changes being introduced to sGAR. Pilots, operators and agents will have the opportunity to ask any further questions they may have prior and during the engagements sessions
Registration will be free for the General Aviation event. Details on how to register through Eventbrite will be published.
These changes will clearly impact flights to and from the UK, with Pilots, Operators and Agents being responsible for compliance. AOPA would encourage any Pilot who does travel abroad and will be affected to attend any engagement event offered. We would also like to hear any members views on these changes - email
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CAA: Update on Daventry CTA 6 Airspace Amendment |
After a comprehensive review, the UK Civil Aviation Authority is withdrawing its proposal to amend the base level of Daventry Control Area (CTA) 6 airspace due to safety concerns identified through analysis with NATS En-Route Plc (NERL).
The CAA had proposed to raise the lower limit of Daventry CTA 6 by 2000 feet vertically from FL65 to FL85, in line with our findings that the base levels of Daventry CTA 6 appear to be used infrequently. The proposal did not include any changes to the amount of CAS above FL85.
By raising the lower limit of CTA 6 the base of this volume of airspace would then be aligned to the lower limit of the adjacent airspace volume: Daventry CTA 14. It was, therefore, further proposed that for simplification both areas be combined into a single block of airspace as the defining limits would have been identical for both CTAs (FL85 to FL195).
From the CAA Report:
The full report and more information on this decision can be found on the CAA website.
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Belgium: Frequency monitoring code (FMC) 5101 from 7 September 2023 |
Belgium are introducing a single frequecny monitoring code (FMC) from 7 Septmeber 2023 for any pilot of mode S equipped aircraft within the Belgian FIR (Luxembourg excluded) in Class G airspace and not requesting flight information service, but willing to keep situational awareness of what’s happening on the frequency while being reachable.
Pilots are encouraged to use a FMC when they are flying outside controlled airspace, (e.g. below Brussels TMA), in order to increase situational awareness and help to avoid infringements.
The transponder code will be displayed on the situation display, implying the pilot is monitoring the FIC frequency and can then hear transmissions. There is no requirement for the pilot to contact the FISO when the FMC is selected, however, it is important that the pilot reverts to the conspicuity code when leaving the Belgian FIR ( Luxembourg excluded ) or changing frequency/intentions.
FMC can reduce cockpit workload, allowing the pilot to concentrate on the ‘aviate and navigate’ job which also reduces the FISO’s workload. It also provides reassurance to the pilot that in the event of an emergency, a call to the FIS unit can be made immediately.
In the event of a pilot likely to infringe controlled airspace the FMC permits the FISO to conduct a ‘blind transmission’ with the knowledge that the pilot is ‘listening-out’. In addition, aircraft equipped with mode S transponder allow the use of the call-sign in the blind transmission, leading to a much faster resolution. The use of a FMC does not replace contacting the local ATS unit when required and appropriate, but it is a good alternative when flying in uncontrolled airspace.
A squawk does not imply that a pilot is receiving an air traffic service, nor that they are cleared to enter controlled airspace.
Full information can be downloaded here.
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uAvionics: Report on Trial of ADS-B Obstruction Beacons on 978Mhz UAT |
The CAA’s Airspace Modernisation Strategy calls out a requirement for electronic Obstruction Beacons.
This report documents a trial of these beacons operating on 978MHz UAT ADS-B from the point of view of the operator and other airspace users. The trial was undertaken at 13 glider winch launch sites, hang-gliding/paragliding sites and model flying sites.
Feedback was gathered verbally, by email and via an online feedback form from beacon operators and pilots and also from two post-trial online review meetings with beacon operators. 978MHz UAT is not currently in general use in the UK so familiarity with UAT is low. The number of aircraft equipped/configured to receive 978MHz UAT ADS-B broadcasts is limited. Going into the trial it was recognised these facts would influence the trial in terms of the general level of readiness to receive beacon broadcast data. Therefore, the main focus of the Trial was on the transmission side; on the setup and use of the beacons and proving that the beacons do function as intended.
The operational period of the trial ran for 12½ weeks, from 10th September 2022. All 13 beacons were used whenever weather conditions permitted site flying activities. Although the time of year was not ideal - this was outside of the project’s control - data was successfully gathered showing examples of effective reception of broadcasts from beacons and presentation of obstacles to GA pilots on Electronic Flight Book (EFB) systems. Having been planned to run for two months, CAA requested a one month extension to the operational period of the trial, which continued until 30th November 2022.
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Airspace Change Proposal ACP-2023-015: Newcastle and Northumbria Area (UAS) |
Apian is a medical logistics company, focusing on the use of uncrewed aircraft systems (UAS) to deliver faster, smarter and greener healthcare. Founded by a team of NHS doctors and ex-Googlers, we are building products and platforms that connect the healthcare industry with the drone industry to improve patients’ health outcomes and staff well-being.
Apian, in conjunction with the Northumbria Healthcare NHS Foundation Trust are looking to conduct feasibility flights using UAS between hospitals in Northumbria for the distribution of medical payloads such as chemotherapy drugs, urgent medical supplies and patient samples.
Operations will be conducted between 12 Feb 24 - 12 Aug 24. The UAS will operate between Seaton/Wansbeck/Hexham/Haltwhistle with the operation conducted in a Trial Temporary Danger Area (TDA). Apian has begun the airspace change request (ACP-2023-015) to establish the Trial TDA. A map of the proposed Trial TDA, together with other information, can be found below:
AOPA are a stakeholder in this ACP and would like to include input from users of the affected airspace. Please email