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This includes military airspace
users, general aviation, drones and high airspace operations, which might
have airspace design requirements.
Last updated: 31 May 2025
This is likely to be particularly relevant to other organisations such as windfarms, or new
drone or spaceport operators, some of whom may be going through the process for the first
time and therefore lack the required experience and expertise to sponsor ACPs.
Last updated: 30 May 2025
THE USE OF DRONES will raise
“signifi cant safety, security, and privacy
concerns” in the next 20 years, according
to a University of Birmingham Policy
Commission Report.
Last updated: 16 December 2014
MOD specific operations, including (not exclusively);
RPAS, formation flying (including IFR & VFR splits and/or
joins), air-to-air refuelling, low-level flying and abort, high
energy manoeuvres and supersonic runs.
Last updated: 15 May 2019
We envisage there will be developments required to the scope and obligations of the
Airspace Design Service in the long term, as an example but not envisioned to be
limited to, the form of addressing the airspace design needs emergent from new users
such as eVTOL and drone operators.
Last updated: 08 December 2025
With regard to emerging technology, TJ briefed the Panel on the CAA’s work to develop a
regulatory package to support drone registration and the draft Spaceflight Bill going through
Parliament.
Last updated: 09 June 2022
There had been a noticeable increase in work in the UAS
area with requirements from government and commercial operators alike.
Last updated: 20 April 2021
Detrimental Characteristics for this Objective
• Fails to facilitate access by diverse airspace users
• Increases segregation of airspace (e.g. long/excessive periods of time set aside for
airspace reservations, denying access to other users)
• Airspace is designed to accommodate a use which is not supported by credible
evidence (e.g. larger volumes of controlled airspace than necessary)
• Does not facilitate the effective use of the electronic interoperability of the airspace
• Leads to a lack of interoperability between systems (e.g. lack of interoperability
between aircraft/RPAS and ATM systems)
• Reduces the ability to manage airspace in a flexible, real-time operation
• Prevents, or reduces the opportunity for operators to achieve their desired business
trajectory.
Last updated: 28 October 2024
OFFICIAL - Public
Table 1 Continued Airworthiness
Type Certificate
Annual Charge Category UK Product
Charge
Non-UK
Product
Charge
Column 1 Column 2 Column 3 Column 4
Fixed-Wing Aircraft
Over 150,000 kg £90,390 £45,195
Over 55,000 kg up to 150,000 kg £77,478 £38,739
Over 22,000 kg up to 55,000 kg £25,825 £12,913
Over 5,700 kg up to 22,000 kg £12,913 £6,457
Up to 5,700kg £1,292 N/A
Rotorcraft
Large (CS-29 and CS-27 CAT A) £12,913 £6,457
Medium (All other CS-27) £6,457 £3,229
Small (CS-27, MTOW < 3,175kg,
max 4 seats) £2,583 N/A
Very Light (RPAS) £258 N/A
Other piloted aircraft Balloons and Airships £258 N/A
Propulsion
Turbine engines with take-off
thrust over 25 KN or take-off
power output over 2,000 kW
£12,913 £6,457
Turbine engines with take-off
thrust up-to 25 KN or take-off
power output up to 2,000 kW
£6,457 £3,229
Non turbine and CS-22.H, CS-
VLR App.
Last updated: 24 April 2024
• What is the biggest air display-related safety concern you have……
Facts and Figures for Display Season 19
2018 2019
Short notice formation flights flown by formation members who
haven’t flown together before or had an opportunity to practice
together
The rise in the use of Drones/UAVs in the vicinity of display
venues and the risk of MAC with an aero-system.
Last updated: 25 October 2021
