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AOPA AGM 2019
Our 53rd Annual General Meeting (AGM) was held on Tuesday 17 September at 50a Cambridge Street London.
Attendees at the AGM endorsed the Directors' Report and Financial Statement for the year ended 31 March 2019. These can be viewed on the AOPA UK website here.
This years financial results show a turn round in the company finances year on year.
The project income stream has been the result of the efforts of Martin Robinson, our CEO, who managed to tap into EU project funding for aviation via Single European Sky ATM Research (SESAR). Unfortunately the results of the 2016 EU Membership Referendum have cut off this source of income beyond the current projects ending in 2020. There may be opportunity for funding from the DfT post leaving the EU, but the future business planning assumption by the Board of Directors is based on there being no further project income.
After several years of decline in membership numbers, in line with the downward trend in pilot licence issues and active pilots, the last two years have seen our new membership numbers increasing year on year, including Student memberships. The decline in overall membership appears to be bottoming out and stabilising. Part of the increase in membership is due to a number of initiatives, including; Free Student Membership (removing a refundable admin charge), £50 reward for full members introducing new full members, Monthly Direct Debit Subscription, Targeted G-INFO Campaigns.
Our most cost effective recruiters are you, our members!
A summary of the accounts, comparing 2019 to 2018, can be seen below:
The AGM endorsed the re-appointment, as Directors, of Richard Hawkin, John Walker and John Pett and voted Philip Church onto the Board of Directors.
George Done, after 19 years as Chairman and 21 as a Director, did not offer himself for re-election. George has accepted the honorary title of Life Vice President of AOPA UK in recognition of his work as Chairman and Director. He will continue to chair the influential AOPA Maintenance Working Group.
Byron Davies has graciously accepted our invitation to be aVice President of the Association, saying "I really am very honoured to receive this invitation to become Vice President of the Association, an association that I have long held in high esteem for the excellent contribution it makes to General Aviation. It will come as no surprise to you that one of my primary objectives will be to further the interests of GA whilst in the House of Lords. I am therefore, both proud and delighted to accept your invitation and would ask that you extend my thanks and best wishes to the Board."
The meeting was presented with this statement and given the chance to discuss and endorse the decision of the Board of Directors to sell 50a Cambridge Street and move to new premises.
BOSE Autumn 2019 promotional offer runs from 16 September to 20 October 2019
Jeppesen 15% Discount Offer for AOPA Members extended to 31 August 2020
We are pleased to announce that the member discount offer for a range of Jeppesen products has been extended to 31 August 2020.
Originally EASA required that the dual refresher training for SEP revalidation by experience required a training flight of at least an hour. IAOPA lobbied for this to be changed to a total of 1 hr, completed over as many flights as required, citing the UK’s NPPL experience and also that spreading the refresher training over the second year of validity would help pilots to maintain proficiency, particularly at clubs with restrictive recency requirements.
EASA accepted this and took it forward; meanwhile the UK adopted an Alternative Means of Compliance (AMC), which permitted the flight training to be conducted within 3 flights, all of which had to be with the same instructor. However, the EU regulatory change eventually appeared in the EU journal and was rather more flexible than the CAA’s AMC, so the CAA AMC was revoked - see the CAA website here.
Three flights with the same instructor is no longer mandatory.
Pilot Medical Declarations (aka Self Declared Medical)
Pilots who do not hold Part-FCL medical certificates may submit a PMD even if they have lost their Part-FCL medical standard. For those who wish to submit a PMD, see the CAA website here.
Until Apr 2020, holders of valid UK or Part-FCL licences may use a PMD when flying EASA aircraft such as a PA-28, Cessna 172 etc. Full details, including operational restrictions, are available here. Note that where it states ‘Licence holders must have previously made a medical declaration in accordance with Article 163(3) of the Order which remains valid and has not been withdrawn’, that simply means that before you exercise licence privileges, you must have made a PMD.
SERA.5001 exemption remains in effect to March 2020
The general exemption from the requirements of SERA.5001 will remain in place until 25 March 2020. This means that until 25 March 2020 pilots can continue to fly VFR:
at or below 3000 ft AMSL within Class D airspace;
during day only;
indicated airspeed of 140 kts or less;
clear of cloud, with surface and:
for aircraft other than helicopters, a flight visibility of at least 5 km;
for helicopters, a flight visibility of at least 1,500 m.
Infringement update: Textbook application of a Frequency Monitoring Code (FMC)
A recent infringement report published on the Skywise website shows how the textbook application of an FMC allowed the early resolution of an airspace infringement in a busy volume of airspace.
The purpose of the flight was to fly a friend who had not flown in the aircraft type before. The passenger was excited about the flight and was asking lots of questions. Despite using a checklist, the pilot became distracted by the passenger and forgot to set the correct QNH from that used during a previous flight. In addition, the pilot also failed to check the volume control on the iPad. After departure the pilot changed frequency to Farnborough LARS and set the FMC on his transponder.
Electronic Flight Instruments
Do you need Differences Training?
It may be a common view that you only need differences training for full glass cockpits or large electronic displays installed on the aircraft, i.e. not portable. But what about those smaller EFIS systems that are increasingly capable and often installed to replace older mechanical instruments?
We were asked recently by a member if differences training was needed because the group aircraft had been fitted with two 3.5" display units to replace the mechanical AI and DI. The group had received conflicting advice from different FIs and so asked AOPA what is required.
The advice given by Nick Wilcock is that, in his opinion, differences training is required in this case for all pilots who have not already had differences training on the same system.
In giving this opinion, the first question was whether the 3.5" units as fitted are defined as Electronic Flight Instrument Systems (EFIS), which require differences training, or not.
EASA do not provide much detail in their definition of EFIS and differences training requirements, but the CAA Reference Documentcontains the following :
Part H Class and Type Ratings Subpart 1 EASA; Class and Type Ratings for Aeroplanes
4.3.9 Differences training in Single Pilot aeroplanes with Electronic flight instrumentation systems (EFIS)
Increasingly, single-pilot aircraft are being fitted with digital Electronic Flight Instrumentation Systems (EFIS) consisting of electronic instruments and integrated digital avionics displays of widely varying complexity and capability. These systems present a significant change from conventional, mechanical flight instruments in the way the information is presented and the interpretation of these systems requires a thorough understanding by the pilot.
For the purposes of this requirement, an EFIS display requiring differences training is an electronic presentation of the primary flight instruments that presents gyroscopic instrument, pressure instrument and navigation information that is used by the pilot as a primary reference for control of the aircraft in flight.
Differences training requires both theoretical knowledge and training on an appropriate training device or an aeroplane. The instructors and training providers who may give the training are detailed in subsequent paragraphs.
Pilots converting to an EFIS equipped aeroplane for the first time, within the Single Engine Piston Class Rating, are required to complete differences training to the satisfaction of an appropriately qualified Class or Instrument Rating Instructor or Flight Instructor. Those pilots with logbook evidence to show that they have been operating these aircraft as pilot in command, prior to September 9th 2010, the issue date of an AIC on the topic, are exempt from this requirement.
Pilots converting to another EFIS equipped aeroplane within the privileges of other type or class ratings are strongly advised to complete similar differences training. When converting either to or from EFIS within a single-pilot type rating, pilots should attend a Training Organisation approved to conduct type-rating training courses on the particular aircraft type and variant.
4.3.10 Converting between different EFIS installations
Pilots converting to another Integrated EFIS display should obtain further differences training, whether or not the same manufacturer produces the new system. Familiarisation training should be sufficient for FIs or CRI/TRIs who are fully qualified to teach all applied instrument flying and who are already trained on another Integrated EFIS system.
There is also a differences training requirement for Pilots trained on EFIS to take differences training if converting to an aircraft with mechanical instruments :
4.3.11 Converting from EFIS to Mechanical Instruments
Pilots trained in using Integrated EFIS displays but not trained on mechanical flight instruments, are likely established scan pattern quite different from the techniques required by a conventional, mechanical instrument layout. These pilots are strongly advised to obtain differences training on conventional instruments, including selective radial scan techniques, before flying an aircraft with conventional mechanical instrumentation.
EFIS can provide very precise information, which requires little interpretation, opposed to conventional instrument displays, which require considerable interpretation and different scan techniques. A key element in this type of training, on whatever system, is ensuring the pilot fully understands what information is available, what is being displayed and how to interpret the display correctly.
In a follow up question from the same group, we were asked if the advice given by Nick Wilcock applied to VFR Day only Pilots as neither an AI or DI are required instruments for VFR Day only flight. Our advice was that, unless the two displays were disabled for VFR Day only flight, the instruments were there to be used and would be in the pilot's normal instrument scan, hence differences training would be required.
No new entry is required in a pilot’s licence; however, the instructor who delivers the training should make a suitable entry in the pilot’s logbook.
Such differences training can be part of revalidation refresher flight training, provided that the instructor is suitably qualified to conduct the training.
Good Airmanship should mean that every pilot is fully conversant with the operation of the aircraft, its systems and instruments, without question.