The main G-INFO results screen shows quite a number of data fields. This section describes each of them in detail.
The date the information was extracted from the CAA's UK Register database, accurate to 20:30 UTC of the day in question.
This is the most recent nationality and registration mark for the aircraft. Only registration marks which have a Status of Registered are currently entered on the UK Register at the time the data is extracted.
This is the most recent, non UK registered, identity of the aircraft prior to taking its current mark. This may be either a civil or military mark or where the aircraft was manufactured. Previous UK identities can be found in the Full Registration History
The registration status can either be Registered or De-Registered.
If the aircraft is de-registered the de-registration reason is given, if the record is blank it means that the historical record concerned is not yet computerised.
This is the date the aircraft was registered to the registered owner displayed on the particular record.
This is the date the registration under this mark was cancelled.
If the mark is de-registered comments about the subsequent fate of the aircraft are entered here.
This is the full title of the manufacturer of the individual aircraft.
This is the full manufacturers description of the individual aircraft type.
This is the unique identification number of the aircraft. This may be the aircraft constructors serial number, a military serial number or a PFA project number.
The ICAO 24 bit address allocated to the aircraft. Binary, hexadecimal and octal versions are shown.
This address is used for various purposes such as Mode S transponders and emergency locator transmitter equipment. The existence of an address for a specific aircraft does not mean that the aircraft is actually fitted with any equipment that uses the address.
If an aircraft owner or operator intends to use this address on a transponder or ELT please see ICAO 24-bit aircraft addresses.
This is the name the aircraft is commonly known by. This may or may not appear in the full aircraft type name.
This is the simplest description of the aircraft, normally numerical, in the shortest form possible. Generic names do not include any dots, slashes, hyphens or series numbers that may appear in the full type designation. This field is included as an aid for searching for aircraft where you are unsure of the full designation.
The generic name applies to all versions of a particular type even if the type description or manufacturers names are different. For example, the generic name for the BAe.125, HS.125, DH125 and Hawker 800 is 125. For the Cessna 337 and Reims Cessna F337G, the generic name is 337. The generic name can also include letters where these commonly form part of the description. For example, for the Piper PA-31-350 or Piper PA-31T1 the generic name is PA31.
This is the broad category of aircraft that the individual aircraft fits in to, such as microlight or fixed-wing landplane.
This is the EASA category for this individual aircraft.
This gives details on the number of engines, engine manufacturer, engine type, propeller manufacturer and propeller type for this particular aircraft.
This indicates whether the individual aircraft is registered to the current registered owner as owned or as chartered by demise.
This is the registered owner(s) for the individual aircraft at the time data is extracted according to the information supplied to, and maintained by, the CAA. Please note that the UK Register of Civil Aircraft is not a register of legal ownership, and registration does not confirm legal title. Only the most recent registered owner for each registration mark is shown on this page. For details of previous registered owners see the Full Registration History Link.
If this field is blank the historical record has not yet been computerised. If there are manual records prior to 1986 a link to the PDF scan of the original Register is displayed.
If a change to the registered ownership details transaction is currently in progress with the CAA Aircraft Registration Section a note advising "Potential change of Registered Ownership in progress" appears above the Ownership Status box.
If, at the time the registration is or was last current, the addressee is known to be deceased or no longer at the specified address then a note to this effect is displayed.
For de-registered aircraft the name and address of the registered owner will be as it was at the time of de-registration and is therefore not necessarily current as the record is no longer being updated.
Details of any open cases that are currently with the Aircraft Registration Section.
The type of open case against this individual aircraft, such as Change of Registered Ownership.
The date the particular case was opened.
This is the earliest date that the case is next scheduled to be reviewed by the Aircraft Registration Section. The actual review date may be later, in accordance with our service standards.
This is the maximum take off weight authorised (in kilograms) for the individual aircraft. Some data may not have been verified by the CAA. In certain cases the weight displayed on G-INFO may be higher than the maximum declared take-off weight that the operator has declared to the CAA. For details of these aircraft please see MDTOW.
This is the total hours flown by the individual aircraft as at 31st December of the year stated. This figure includes all known flight hours whether or not the aircraft was UK Registered.
This is the year the aircraft was built. Some data may not have been verified by the CAA.
This is the particular category of Certificate of Airworthiness or Permit to Fly that is currently, or was last, issued against the individual aircraft under the displayed registration marks.
This is the date the current certificate of Airworthiness expires, or expired against individual aircraft under the displayed registration marks. This field also shows the expiry of the validity period for Airworthiness Review Certificates (ARCs), Permits to Fly and non-expiring Certificates of airworthiness.
Validity expiry dates are updated following receipt of data from CAA Regional Offices and/or approved organisations, normally within fifteen working days.
The issue date of the current Airworthiness Review Certificate.
The reference number for the current Airworthiness Review Certificate.
Details of any open cases that are currently with the Applications and Approvals Department.
The type of open application that are currently with the A&A Department, such as CofA renewal.
The date relevant documents are expected to be forwarded to maintenance organisations, regional offices and/or applicants following receipt of an application in Applications and Approvals Department.
The date an exemption from Article 5 of the Air Navigation Order 2000 was issued in respect of the display of UK nationality and registration marks. This issue date is not necessarily when the current exemption was issued.
Expiry date of the exemption from Article 5 of the Air Navigation Order 2005.
The military air arm that the aircraft is displaying the markings of.
External markings such as squadron codes that are displayed by the aircraft.
The serial number (usually military) carried by the aircraft.
A list of the Change Sheets and Supplements for the selected aircraft, sourced from the UK register, that are currently approved by the CAA.
Photographs supplied to the CAA of individual aircraft. Please see the photographs section for further information.
The issue date of the most recent noise certificate for this aircraft.
The ICAO "Chapter" that the aircraft is certificated to. See ICAO Aircraft Noise for further details.
Noise levels are measured differently for different classes of aircraft and the results are displayed here. For aircraft certificated to Chapter 3 and Chapter 4 additional information on the noise limit for the particular aircraft is also given as is the difference between the actual noise level and the noise limit. The difference is displayed in the Margin field.
For Chapter 3 and Chapter 4 aircraft this figure is the sum of the three noise level measurements and the amount they are below the maximum permitted for the aircraft in question. For further information see ICAO noise database.
This is the certificated design maximum take-off weight for this aircraft in this noise configuration.
This is the certificated design maximum landing weight for this aircraft in this noise configuration.
A description of the modifications required to meet this particular noise configuration.
Either the design maximum number of passengers for the aircraft type or the maximum number of passengers carried as declared by the operator or air carrier.
Additionally, the design maximum number of passengers for hot air balloons is based on a calculation using the notional per person weight of 96kg as the type certificates for hot air balloons do not specify an exact maximum number of passengers. As such, the calculation may over or underestimate the actual maximum number of passengers carried in some circumstances.
This is synonymous with the maximum take off weight authorised (in kilograms) for the individual aircraft. Some data may not have been verified by the CAA.
The exchange rate from Special Drawing Rights (SDR) to Pounds Sterling (GBP) as taken from the International Monetary Fund website. In cases where insurance details have been provided to the CAA in currencies other than Pounds Sterling the estimate is given in the relevant currency.
The date the exchange date referred to above was last updated, the details are taken from the IMF website.
As there are different levels of cover required depending on whether the aircraft is used for commercial or non-commercial operations two separate estimates are included.
It should be noted that the estimate is based on a calculation which takes into account the following variable items:
It should be noted that no estimate of the minimum requirements in respect of cargo is given as no centrally held data concerning cargo capacity is held. For aircraft in commercial operations the minimum requirement is 17 SDR's per kilogram.
It should also be noted that as the estimates given are based on a number of variable items, if any of the items used in the calculation are incorrect then this will affect the amounts quoted.
In particular, as the estimate is based on a fluctuating exchange rate between SDR's and Pounds Sterling the operator or air carrier must ensure that they have adequate cover at all times.
For the purposes of this calculation if the Maximum take-off mass of the aircraft is less than 500kg it is assumed that the aircraft is used for non-commercial purposes or local flight instruction which does not entail crossing international borders. As such no estimate for the minimum required cover for risks of war or terrorism is given. If the aircraft has been declared as being used for commercial operations then an estimate of the minimum required cover risks of war or terrorism is displayed.
For details of how the calculation is made, please see the entry above.
For details of how the calculation is made please see the entry for Minimum Cover (Combined Single Limit) for Non-Commercial Operations.
If the CAA has requested details of the insurance on a particular aircraft, this date confirms when the details were verified as being in compliance with EC 785/2004. If no request has been made, or no information is available this will display "No Details". If the field is blank this is because the "No flight" declaration has been made, see below.
If an aircraft is not currently insured and the registered owner has made a declaration to the CAA that the aircraft will not be flown until evidence of insurance has been supplied to the CAA, the date of the declaration is displayed here. If no declaration has been received then "No Details" will be displayed.
If the field is blank this is because the insurance details have been verified, see above.
As different levels of cover are required for commercial on non-commercial operations this field identifies whether the registered owner has declared that the aircraft is used exclusively for non-commercial operations. If no such declaration is made the field will show "Not Declared".
State aircraft are exempt from the requirements of EC 785/2004, if the registered owner has declared that the aircraft is used exclusively as a state aircraft the details will be shown here.
A state aircraft is one that is used exclusively in military, customs and police services.
CAA statement on Class 1 Medical Certification: https://t.co/Nu44NrS3QU
We currently have three UAS vacancies to fill - Policy Specialist, Airworthiness Inspector and Sector Lead, all bas… https://t.co/wRNltSg08T
4 days ago
If you are an experienced Project Manager you may be interested in this opportunity https://t.co/TdL8nPjG0F within… https://t.co/YJI14In82H
17 days ago
Read all @UK_CAA
Thousands more airline passengers are now receiving compensation thanks to Alternative Dispute Resolution
27 December, 2017
Civil Aviation Authority response to Laser Misuse Bill
20 December, 2017
Consultation: CAA proposes guidelines for airlines on improving assistance to people with hidden disabilities
21 November, 2017
Read all News
International women in engineering day
22 June, 2017
Mandatory occurrence reporting
7 December, 2016
Guidance for flying drones
17 May, 2016
Read All Blogs