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AAIB investigation to EMB-145EP, G-SAJK and Cessna P210N, G-CDMH
It is recommended that the Civil Aviation Authority communicate to the general aviation community the importance of increasing the visibility of ground equipment.
The CAA accepts this Recommendation. The CAA is working with the General Aviation Safety Council (GASCo) to highlight the need for thorough pre-flight external checks and will include this as part of the GASCo Safety Campaign for 2020. The CAA will require GASCo to highlight this incident at their Winter 2020/2021 GA Safety Evenings and recommend that pilots/owners enhance the visibility of their tow bars.
The General Aviation Unit within the CAA have created a communications campaign on the risk and mitigation actions surrounding the Southend serious incident and made a clear call to action to pilots to consider painting their tow bars in bright colours.
Firstly, the AAIB report was highlighted to the community via Skywise with a request for pilots to consider painting their tow bars in bright colours. This was followed by a call on social media for pilots to show and tell the CAA what colour they had painted their own tow bars and to encourage those that haven't, to follow suit. An article was written about the Southend incident and shared via Skywise, highlighting the factors that led to the event; lack of visibility of the tow bar and inadequate checks due to distraction. Again, a call to action was made to pilots to paint their tow bars in highly visible colours and for them to consider if they are fit to fly. On behalf of the CAA, GASCo have also contributed to the campaign with a slide on external checks as part of covering the incident within their March and April 2021 safety webinars. Once these presentations have commenced the CAA hope to have further reduced the risk of this incident re-occurring and will have fulfilled the above recommendation.
AIRPROX REPORT No 2019071
The CAA review R/T Procedures at non-ATS aerodromes.
We note that radiotelephony procedures at the subject aerodrome did not in themselves appear to have been a contributory factor to the occurrence, and we are unaware of other instances of aircraft operating at AGCS aerodromes experiencing losses of situational awareness as a result of incomplete or inaccurate circuit position or standard overhead join reporting calls by other pilots.
In accordance with our initial response dated 02 Mar 2020 the following changes to chapter 4 of the Manual of Radiotelephony (CAP 413), have now been actioned and are contained within Edition 23 AL1 (Published 26 November 2020) of the manual:
We have reviewed CAP 413 (Radiotelephony Manual) Chapter 4 Aerodrome Phraseology but do not believe there is a case for introducing a requirement for pilots to report at all designated positions in the aerodrome traffic circuit. However, the review has highlighted the need for some structural changes to Chapter 4, and the following will be considered:
The changes would be undertaken as part of a routine amendment on a date yet to be determined.
In addition, we have reviewed the Skyway Code pages relevant to circuit radio procedures and they appear correct, but we are making some minor changes such that the relevant diagram in the code more closely aligns with the diagram at 4.4 in CAP413. With the update planned to be released in the first quarter of 2021.
FOLLOW-UP ACTION ON OCCURRENCE REPORT - FACTORS
CAA Responses to AAIB Safety Recommendations
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