Source: https://www.caa.co.uk/Our-work/Newsroom/COVID-19-guidance-for-commercial-and-recreational-aviation/
Timestamp: 2020-06-01 02:45:22
Document Index: 252359122

Matched Legal Cases: ['art 21', 'art 21', 'art 21', 'art 21', 'art 147', 'art 145', 'art 21', 'art 21']

COVID 19 guidance for commercial and recreational aviation | UK Civil Aviation Authority
COVID 19 guidance for commercial and recreational aviation
Information relating to commercial and private flying
The UK Civil Aviation Authority understands the acute impact that Coronavirus is having on the industry, as well as those with upcoming travel plans.
The information below is for the commercial aviation industry and general aviation.
We have published safety advice and tips for pilots returning to GA flying post COVID-19 at www.caa.co.uk/cap1919
The Department for Transport (DfT) has issued guidance on recreational aviation. The DfT has confirmed that no alleviations or exceptions will be made at the current time, but this will be reviewed in line with the Government’s wider recovery strategy to ensure this guidance remains consistent with other comparable activities.
Please check this page regularly for updates and also subscribe to SkyWise for notifications.
For information about payments, invoices and CAA finances please see www.caa.co.uk/covid19.
In response to the exceptional circumstances caused by the Covid-19 outbreak and in line with the European Union Aviation Safety Agency (EASA) guidance, the Civil Aviation Authority exempts all operators, aircrew, instructors, examiners engaged in commercial air transport, along with aircraft maintenance licence holders and air traffic controllers for whom the CAA is the Competent Authority, and wherever normal revalidation facilities are not available from the normal validity periods for licences, certificates and ratings that expire before the 31 October 2020 subject to the conditions in the exemption.
Please see ORS4 No 1383 for details.
The CAA has also issued further exemptions covering all UK flight crew licence holders: please refer to ORS4 1385, ORS4 1384 or ORS4 1378 as appropriate.
Details of all published exemptions relating to COVID-19
In case of any queries relating to aviation security training requirements under the National Aviation Security Programme (NASP), please contact avsec.training@avsec.caa.co.uk.
We have published an exemption to allow operators the ability to carry a copy of the Airworthiness Review Certificate (ARC) onboard the aircraft for a period of up to 30-days after issue or extension of the ARC to allow the original certificate to be put onboard the aircraft.
Please see ORS4 No 1355 for details.
Further guidance for airworthiness organisations and licensed engineers is available on this page.
Guidance for operators regarding Coronavirus (COVID-19) and cabin crew proficiency checks as required by Commission Regulation (EU) No 965/2012 of 5 October 2012 is available in ORS4 No 1349.
We have published guidance for airlines on the application of Regulation EC261/2004 in the context of the developing situation with Covid-19.
For health guidance, please contact Public Health England for further advice.
EASA has published further guidance for airlines, which is available on the EASA website.
Candidates who have already started their Flight Crew Theoretical Knowledge Examination, will be permitted an additional 6 months. See ORS4 1353 for details.
Information for airports and airfields
Public Health England has produced guidance for health and safety procedures for UK airports. This guidance has been sent to all major UK airports.
If you are working at an airport and require this guidance, please contact Public Health England.
Guidance for airfields on operations at a licensed aerodrome by aircraft that do not require the use of such a facility is on our website
Carriage of potential COVID-19 patients
As we continue to support industry through the Covid-19 pandemic, we are aware of a potential demand to support the carriage of patients who are symptomatic of the virus, where there is benefit in the provision of installing a bio-containment system to protect the crews operating both fixed and rotary wing aircraft. Information has been provided to the CAA from both regulatory bodies and approved organisations, which has enabled us to develop a route to permit these installations.
While we have made contact with critical service providers, we would like to advise industry on the most expedient way to obtain approval for the carriage of bio-containment systems. We will provide alleviations in relation to the manufacturing of parts, in order that there are no delays to operations when the requests are made by health care providers to provide this service. We ask that these steps are followed by organisations seeking approval to use such systems:
Where a Design Organisation (Part 21J) is involved - An application is made to the competent authority (EASA) for the change. At the time of application, or retrospectively the CAA are contacted at peter.moule@caa.co.uk to advise of the proposed change.
i. complete an exemption application , for the purposes of containment systems / crew protection these will be processed free of charge, and;
ii. complete a safety case / risk assessment for the proposed change - the applicant will be forwarded the detail when you contact us
Where no Design Organisation (Part 21J) is involved - The operator should make contact with an approved Part 21J organisation to support the change, however recognising the operational urgency, and the potential delay in getting the approval of such a system please contact peter.moule@caa.co.uk to advise of the pending change in advance of the following.
i. complete an exemption application, for the purposes of containment systems / crew protection these will be processed free of charge and;
ii. complete a safety case / risk assessment for the proposed change - the applicant will be forwarded the detail at time of contacting us.
iii. After the exemption has been granted, it is likely that you will need to engage the services of a suitably approved design organisation (Part 21J), to complete a detailed review of the design. Further mitigations, or exemptions may subsequently be required as a result.
NHS Trusts and local authority use of aircraft during COVID-19
The Government has received a large number of offers of support from the aviation industry during the COVID crisis. To handle these offers, Crown Commercial Services (an agency of the Cabinet Office) has established a single web portal for organisations to submit their offers (https://www.gov.uk/coronavirus-support-from-business).
NHS Trusts and local government agencies will follow this official government process to make sure the operators and pilots chosen are suitably qualified for commercial air transport flying as this is required to undertake the work. Pilots/operators should not accept requests for assistance through any other means.
To source an aircraft for transport cargo or passengers work related to COVID-19 NHS Trusts and local authorities should contact: HACA.requests@gmail.com or 07395 949777.
Short term changes to help Air Traffic Control return to service post COVID
The fallout of the Covid-19 pandemic and its impact on a fall in demand for aviation across the board has resulted in an understandable reduction in the capacity of some air traffic control units. As aviation restarts it will take time for these units to bring operational teams back online (many of them across the UK have been forced to furlough employees and reduce the amount of operational staff on duty) and for all the services they provide to return to normal capacity. We also anticipate a gradual recovery in LARS provision as staff at both MoD and civil units will have been either redeployed or furloughed during the 'lockdown'. Consequently, LARS services may not be immediately available or at most a Basic Service may be the best that can be provided while staff recover their competencies.
Following a review of how the return to service could happen we believe that when the current 'lockdown' and its related restrictions are relaxed and these air traffic control units start to recover there may be a mismatch between their capacity and the demand from the GA community. In these unprecedented times it is vitally important that every stakeholder plays their part in supporting the aviation industry to recover. We are therefore temporarily requesting GA pilots to support this build up of capacity by air traffic control units by filing a flight plan prior to departure if they are intending on accessing an airport CTR or CTA.
This temporary request is solely focused on those who require pre-planned access to airport CTAs/CTRs and does not affect flying in any other airspace. Importantly this measure is not meant to discourage or impede GA from using airways. Filing a flight plan does not remove the need to call when approaching the boundary for clearance.
How the CAA is working during this period
The CAA has published the following exemptions to support the industry through the COVID-19 outbreak:
ORS4 No 1352 - Part 147 Exemption for Basic Training Schools against the 90% Attendance Requirement
ORS4 No 1354 - Extension of Validity Periods for Licences, Ratings and Certificates of Aircrew, Instructors, Examiners, Aircraft Maintenance Licence Holders and Air Traffic Controllers
ORS4 No 1355 - Exemption in respect of the requirement to carry the original EASA Airworthiness Review Certificate onboard the aircraft during all flights
ORS4 No 1356 - BCAR Section L Licence validity extension
ORS4 No 1371 - Installation of a Temporary Separation Barrier between the Cockpit and Cabin area of Aircraft used to Transport Key Workers during the COVID-19 Pandemic
ORS4 No 1372 - Exemption from the requirement for rigid outer packaging for biological substances, Category B, UN3373 samples
Details of all COVID-19 related exemptions.
Following the recent and unprecedented COVID-19 developments, this update details how our airworthiness team and the wider organisation are working under these circumstances. Given the measures recently announced by the Government, our airworthiness team is now working remotely until further notice. Our team in the Shared Service Centre are also working remotely, however we still have the ability to support the industry through the normal routes. During the period, we wish to advise we will be working in the following way:
It is our intention, where possible, to continue to maintain our onsite oversight activities as per our current scheduled programme. However, recognising guidelines for social distancing we will be utilising remote methods such as video conferencing and telephone calls. In advance of any planned audits, you will be contacted by your allocated surveyor who will advise you of the information required in advance of the audit. This will require the organisation to answer several questions and provide information. This will relate to the organisations Safety and Quality Management Systems.
Assessments of initial, renewal and variation applications
Our Shared Services Centre's (SSC) Airworthiness and Technical Standards teams will continue to process your applications in the usual way and you should not notice a difference in service. If for any reason our capacity and therefore time to process is impacted, we will let you all know.
We are presently working on the provision of providing electronic versions of certificates, that will be sent with an accompanying email that proves the validity. These certificates may not look like the normal versions you receive. Electronic versions of certificates will be recorded by our Shared Service Centre and will be replaced in the future once we re-establish our normal services.
C of A's, Export C of A's and Permits to Fly
Our team in Airworthiness and Shared Service Centre are available to support these activities and we would not expect there to be any impact with regard to the issuing of Permits to Fly. We expect an impact in our ability to conduct C of A's and Export C of A's due to the current travel restrictions and advice from Public Health England. Please contact your allocated surveyor in the case that these services are required, and we will advise of the preferred route to conduct the activity.
Licence applications, variations and renewals
Licence applications, renewals and the addition of type ratings will continue to be processed through our Shared Service Centre in the usual way. New licence applications may take longer to process due to our ability to access our office at Gatwick. We do not anticipate, currently, any impact on our renewal and variations (adding of type ratings).
Reporting of safety related events
During these unprecedented times, we would kindly request your support to our teams carrying out their oversight activities. This will be aided by the reporting of all safety significant events, as defined in EU.Reg 376 / 2014 via the Mandatory Reporting System (MOR).
Change to CAA working practice for airworthiness certificates and permissions
As a result of the restrictions implemented to control the spread of the COVID-19 the UK CAA has adopted revised working practices for the issue of Airworthiness certificates or Permissions to aircraft owners, operators and approved organisations.
The revised working practices include a change to the issue of electronic certificates or permission digitally signed by the CAA and sent via electronic transfer methodologies.
The certificate or permission will be accompanied by an e mail explaining the validity of the document and carriage requirements on board an aircraft in the case of Aircraft Approval Certificates.
The Electronic certificates are rendered valid as the original documents in their digital form. When printed a copy of the accompanying email must be stored with the certificate or permission copies to confirm the validity of the documents.
For Aircraft Electronic Certificates when printed, they satisfy the on-board carriage requirements for aircraft engaged in international air navigation in accordance with UK Air Navigation Order (ANO) Article 229, Regulation (EU) No 965/2012 Air Operations and Articles 29 and 31 of the Convention on International Civil Aviation as well as the requirements of Annex 7 and 8 to the same Convention.
This revised process is expected to continue whilst current working practices are in place and will be reviewed when the situation changes.
Quality system independent auditing
To enable organisations flexibility with regard to their internal Quality Audit plan, the below listed guidance has been provided to enable organisations to understand the various scenarios which exist when delaying any internal audit; its possible ramifications and where required seek CAA agreement.
Regulations requiring audit plan acceptance by competent authority (Part M, Part 145, 147, BCAR )
Delaying an audit within the prescribed regulation time scales
Delaying an audit (or multiple audits) for a period of time but still completing the audit plan within the specified time periods as required by the regulation should be managed by the organisations internal Quality/SMS System with an updated Quality Audit plan provided to the CAA along with substantiation why the audits cannot be completed as scheduled. In this case the CAA will not issue any documentation but merely acknowledge the submission.
Unable to Complete the Audit Plan within the prescribed regulation time scales
Provided that there are no safety related findings or significant MORs in the last 12 months, the organisations independent audit time periods specified within the applicable regulation and associated AMC/GM material may be increased subject to agreement by the CAA. A revised audit plan should be submitted along with substantiation why the audits cannot be completed as scheduled and within the specified periods of the regulation. Once agreed the CAA will issue a Temporary Arrangement document where necessary confirming acceptance of such arrangements and any caveats which may be required in a specific instance.
Regulations not requiring audit plan acceptance by competent authority (Part 21G)
As Part 21 does not require audit plans to be submitted to the CAA, the organisation should use its procedure as identified in the Exposition for amending and controlling the internal audit and supplier audit plan including the approval of changes by appropriate management personnel.
When approving changes, management personnel for production organisations should consider the following:
While in the current situation it is understandable for an organisation to consider postponement of planned audits as part of a mitigation strategy to reduce contact between personnel, the level of audit should not be reduced below that needed to ensure continued production conformity (such as product audits or other evaluations such as First Time Pass Rate/other KPI reviews) or to a level that creates a backlog of QMS audits that cannot be anticipated to be recovered during the audit period. Consideration could also be given to alternative methods of oversight or evaluation, such as independent desktop evaluation of recorded operator self-audits or of supplier/subcontractor declarations.
When planning appropriate resource to maintain production, organisations should remember the need to plan for appropriate supervision and production conformity oversight (by inspection/evaluation/audit) as well as the direct production activity. Where reduced production volume or risk/performance based assessment of an internal area or supplier is used as a justification for reducing planned audit activity, this should be recorded as part of the approval of the amended audit plan.
This is a reminder to organisations- AOC/CAT-Operators, Part M/CAMO and associated Maintenance, Business/Corporate Operations, Rotorcraft, General Aviation and State Aircraft. Also applicable to Leasing organisations.
For additional information on General Aviation flights for maintenance checks, ferry and engine health under COVID-19, please see the guidance on this page, directly below this section.
This general notification covers- Engines and APU'S, Operation during preservation/storage, Fuel and Biocides, Rotorcraft transmissions.
As a result of the current Covid-19 situation, many aircraft are being taken out of service on an unplanned basis and undergoing preservation. While larger organisations will have established procedures, this will need to be addressed by organisations for whom this is not a normal aspect of their business. In addition, the numbers of aircraft involved can produce a challenge in terms of availability of the specified preservation equipment and processes
This notification seeks to assist organisations, particularly those unfamiliar with the storage and preservation of aircraft, by reminding them of the appropriate measures and sources of information available, so that when aircraft are returned to operational service they can do so with a minimum of additional disruption whilst maintaining an appropriate level of safety.
Organisations involved in operation, maintenance and maintenance management of stored/parked aircraft are reminded that they are, as a minimum, required to follow the aircraft type certificate holder recommendations for correct preservation methodologies identified via the Aircraft Maintenance Manual (AMM) and/or the Engine Maintenance Manual (EMM).
Engines should be protected and preserved from contamination and deterioration, as a failure to strictly follow TC holder instructions could result in deterioration of internal engine components such as mainline Bearings, Compressor and Turbine components and associated systems such as Engine Controls, Electrical, Fuel, Oil and Hydraulic Systems. In addition Rotorcraft drivetrain and rotating dynamic components will also need to be considered.
Where it is not possible to follow the TC holder AMM/EMM instructions because of the current circumstances, for example lack of availability of equipment then application should be made to the appropriate Type Certificate holder for acceptable alternative instructions.
Some TC Holders have already issued specific communications to operators, CAMO organisation and Maintenance organisations regarding approval of alternative methods as a result of the COVID-19 restrictions. When TC holder deviations are granted, the CAMO and the Maintenance Organisation must maintain adequate records of the approval of the deviations. The workpack and any release documents must refer to the TC holder deviation in order to demonstrate that the aircraft has been maintained appropriately at the point of reinstatement of any flying activities, and it should be ensured that that all non-standard equipment or materials have been fully removed before the aircraft/engine is operated to avoid damage or inflight issues.
For aircraft equipped with auxiliary units, similar consideration should be included when preservation and storage periods are considered.
Blanking of intake and exhaust
Engines and APUs can quickly deteriorate if, as a minimum, the correct blanking to the Intake and Exhaust is not properly installed and checked and maintained. This is the first line of defence to protect and preserve engine(s) against potentially damaging ingress of FOD which may cause unforeseen airworthiness issues.
Experience has shown that birds also cause unexpected obstruction resulting in potential damage which could have been prevented by effective blanking.
Some Type Certificate Holders/manufacturers may authorise, via special technical requests, approval of non-standard engine protection/blanking equipment if the OEM approved items cannot be obtained quickly.
As mentioned above, adequate records of the acceptance of these alternatives must be retained.
Reference must be made to the Type Certificate Holders/manufacturers maintenance recommendations (AMM, EMM) for storage in differing environmental conditions.
Storage and preservation in conditions of elevated humidity, particularly if adjacent to saline environments i.e. coastal airfields, should be additionally considered for the effects on the engine internal air passages and electrical connections, whereby corrosion etc. may be exacerbated. Compressor linings may typically be at risk of deterioration during such periods.
Correct blanking of intake and exhaust provides mitigation against such conditions.
Corrosion Inhibiting- may be necessary, depending on the length of time the engine may be required to be in preservation and non-operation.
Dessicant materials- may also be required to be utilised. Refer to the Type Certificate holders/manufacturers recommendations. Inspection/checks at a recommended period for such moisture mitigation may be required to prevent unnecessary moisture build-up and deterioration of the dessicant.
Windmilling- in some instances, depending on exposure of the aircraft to wind direction and gusting while parked and because of the design configuration of the particular oil system and bearing lubrication, it may be necessary to prevent rotation of compressor and turbine rotor assemblies. The Type Certificate Holder/ manufacturers maintenance recommendations (AMM, EMM) for windmilling mitigation techniques should be consulted.
Operations during the preservation period
All aircraft manufacturers provide and publish instructions for both short and long periods of preservation of installed engines. The Operator/CAMO and maintenance organisation are strongly advised to adhere to the relevant instructions and preservation methodologies, which may include the following:
Ground starting and running for short periods at idle
Ground starting and high-power running
The above starting and running being undertaken in various combinations such as weekly/monthly or longer schedules will be particularly important if the aircraft/engine is expected to be placed back into service quickly.
Close inspection should be accomplished of the intake, bypass, exhaust and any other ductwork or aperture, drain line/masts, access doors, etc. prior to the above activity for potential blockage and obstruction that could cause avoidable damage to the engine. In addition, fuel/hydraulic system leaks due to unforeseen seal and pipe connection/interface deterioration may have taken place during the storage period.
Organisations should be aware that over-fuelling and potential pooling of flammable liquids may provide sources of ignition and fire on initial start-up i.e. hung starts.
Note- in certain instances, if the airfield where the aircraft is stored is non-operational, then ground starting and running may not be permitted for safety reasons due to suspension of airfield fire services.
In this case a dry crank may be the only option if permitted on the specific engine type. Consultation with the CAMO, the maintenance organisation and/or the TC Holder in such circumstances is strongly advised.
Fuels and biocides
The Operator/CAMO should build into their storage programme some microbiological testing of the fuel as any water left in the fuel will settle, allowing the growth of micro-organisms (bacteria, moulds, yeasts) in water boundary layer and feed off the hydrocarbons in the fuel. Good housekeeping is the first measure to prevent water accumulation in the fuel tanks with regular water drain checks.
In the case where microbiological contamination is detected and needs to be treated with biocides, all maintenance personnel, aircraft owners and operators are expected to follow current/latest instructions from the aircraft / engine TC holder.
Any application of a Biocide into the fuel system of an aircraft must be carried out in accordance with the Type Certificate Holder's instructions and great care must be taken to ensure the correct amount is administered to the fuel. Many TC holders mandate the use of a metering rig to control the biocide application.
Where biocide usage is approved for airframe application only, the engine(s) should not be operated with fuel containing biocide and the aircraft TC (STC) holder is to provide appropriate maintenance procedures to prevent ingestion by the engine of fuel containing biocide.
In response to EASA SIB 2020-06 and the “All Operator” message published by Dupont removing KATHON FP 1.5 from aviation use, CAA has been working in partnership with the Health and Safety Executive to obtain the necessary permissions allowing the import of BIOBOR JF as an alternative Biocide for operators to use.
The CAA has been advised that temporary permit number UKCSP-2020-02 has now been issued for 180 days allowing the import of BIOBOR JF into the UK. This permit will remain in force until 27th October 2020, with work continuing to try and secure an extension. This communication will be updated if an extension is secured.
Organisations are advised that in line with the permit requirements, orders of BIOBOR JF have to be made through Aviall - organisations can place an order directly with Aviall if they already have an established account. Contact details are provided below for information.
Aviall can be contacted at:
Email - europe@aviall.com
Tel - 31-252-245-900
Aviall also have a sister division, Boeing distribution services, contact:
Email - timm.boehmcker@boeingdistribution.com
Please be aware that the CAA cannot enter into correspondence regarding the conditions for the permit.
As a mitigation in the interim period the Operator/CAMO/maintenance organisation should consider the following as best practice while their respective aircraft are in the stored/parked conditions:
Carry out regular fuel / water drain checks
Carry out Microbiological contamination testing
Follow Type Certificate Holders Recommendations for the application of a biocide
Operators / maintenance organisations should have robust training / procedures for engineers adding biocide to an aircraft and introduce a second check were possible before the application commences to minimise any chance of exceeding the maximum dose.
i. Type of biocide used
ii. Quantity of fuel in the aircraft tank before additive injection
iii. Quantity of fuel uplifted into the tank when injecting the biocide additive
iv. Quantity of fuel in the tank after injection of the biocide additive
v. Quantity of biocide additive injected for each application
Rotorcraft Transmissions
Where the Aircraft is non-operational for extended periods the impact of environment and storage conditions on the rotorcraft drivetrain and rotating dynamic components must be considered. The Operator/CAMO should consult their contracted maintenance organisation or the Type Certificate Holder (TCH) with respect to any necessary maintenance to minimise the possibility of component deterioration.
Gearbox inhibiting, blanking and anti-corrosion techniques for exposed fescalised portions and areas of close tolerance movement such as damper pistons, mast, swashplate and bearings should be taken in to account when rotorcraft are inactive for the extended period. Main gear trains, if not appropriately preserved, may lead to the instigation of unnecessary corrosion, which while initially may not be realised on restarting operations, may subsequently lead to early removal or component failure in later service.
Appropriate maintenance work orders detailing work carried out and the need for recovery action post storage will be required to demonstrate TCH instructions have been complied with.
Mitigation of the above may be addressed by regular starting and running, however in all cases the Operator/CAMO should follow the recommendations of the applicable aircraft and engine TCH using their published approved data, such as the Aircraft Maintenance Manual or Service Bulletins. In the absence of such data the Operator/CAMO should contact the aircraft /engine TCH directly for advice.
The Government has published information on General Aviation flying (non-complex aircraft including microlights, amateur built and historic aircraft, balloons, gliders, piston twins and singles up to 5,700kg maximum take-off weight and single pilot helicopters up to 3,175kg) during the current COVID-19 restrictions and issued updated guidance on 15 May that permits recreational GA flights to be conducted solo or by members of the same household only.
Maintenance flights. Post-maintenance check flights in accordance with CAP1038 are permitted but must be conducted in strict accordance with the approved maintenance or flight test profile.
Ferry flights. Flights to or from maintenance facilities for essential maintenance are permitted if such a facility is not available at the aircraft's current location. Flights should be by the most direct practical route with transits flown at no lower than 1,000 feet Above Ground Level (AGL).
Engine health flights. For pilots unable to operate their aircraft the main way of maintaining engine health during COVID restrictions should be through winterisation or inhibition. Engine health flights, where required should be flown in accordance with the engine manufacturer or equivalent LAA/BMAA procedures for Permit-to-Fly aircraft. Each flight should be at the highest practical height to minimise the noise impact on members of the public maintaining social distancing, and not below 1,000ft AGL except for take-off, approach and landing.
Only solo flights by fully qualified pilots are permitted. No other flights, including instructional sorties are allowed.
Please check with the airfield first, as situations vary at each airfield.
Information about applying for personnel licences
We have implemented the following temporary changes to our personnel licensing service:
The over-the-counter licensing service at Aviation House is currently closed until further notice. This includes any applications, certification of documents, surrendering licenses or document drop-off and collection.
All applicants are now required to apply via our electronic application methods (CAA online platform, eLicensing or email documents to licenceapplications@caa.co.uk), and submit certified copies of documents. Submitting a postal application or original documentation will result in delays in both processing and despatching your documents.
During this period, please note that the time to process applications may take longer than usual while we adjust our processes and deal with a large number of requests at the same time.
Applicants who have misplaced or invalidated their licence are reminded that they are not covered by ORS4 No.1354 and will therefore be required to apply for a replacement licence.
Please note that this advice may be revised at short notice. Thank you for your ongoing support and patience.
ORS4 No 1353 - Theoretical Knowledge Examination Completion Period as required by Commission Regulation (EU) 1178/2011 as amended
ORS4 No 1354 - Extension of Validity Periods for Licences, Ratings and Certificates of Aircrew, Instructors, Examiners, Aircraft Maintenance Licence Holders and Air Traffic Controllers. We have published further guidance on our website.
Theoretical Knowledge examinations - completion periods required for the issue of National Flight Crew Licences
The Civil Aviation Authority (CAA) has temporarily amended its policy as detailed below:
1) the CAA and extends the period for theory examinations to 24 months, subject to the conditions stated below:
a) candidates must already have commenced the examination process, having completed at least one examination sitting on or before the 16 March 2020; and
b) while there will be a permitted extension to the 18-month time allotted for completing the entire series of theoretical knowledge examinations, the scope of the exemption will not include any changes to the required pass mark, the maximum number of attempts per paper, and for the CPL(B) the maximum number of sittings as currently required; and
c) Examiners are required to annotate the theoretical examination element of the application form with the following 'COVID-19 delay'
2) The CAA also extends the validity period of examinations completed that were due to expire between 16 March 2020 and 31 October 2020, until 18 March 2021, applicants are to annotate their application with 'COVID-19 delay'.
Air display currency requirements
To assist the air display community during and post COVID-19 we have extended the currency requirements detailed in CAP 403 and CAP 1724 for Display Pilot Authorisations ('DAs'), Display Authorisation Evaluators ('DAEs') and Flying Display Directors ('FDDs').
Following an initial 12 month period, DAs have a validity of 13 months. To help the community during this time DAs due to expire between 31st March 2020 and 31st October 2020 that cannot be revalidated under the normal process described in CAP 1724, can be extended until 22 November 2020. This extension is not available to pilots with initial issue DAs.
Any pilot using this extension must first receive a briefing from an appropriately authorised DAE (The requirement at para 11.22 CAP 1724 where a display pilot is not permitted to have a DA assessment conducted by the same DAE for more than two consecutive years is not applicable for this extension ) to refresh the required level of theoretical knowledge for the aircraft category (or type where specified on the DA). That briefing should be based on the contents of CAP 1724 Appendix C: DAE Evaluation Checklist (the briefing may be carried out remotely) and must be completed before any display flying.
The DAE completing the briefing must confirm via email to GA@caa.co.uk the date that the display pilot received the briefing and that the DA expiry date has been extended. The display pilot must carry a copy of this extension with their DA.
The display pilot must provide a copy of the DA and any extension issued to the FDD of any planned flying display along with form SRG1327: Pilots Certified Declaration for Submission to the Flying Display Director.
All pilots holding a valid DA must attend a display symposium within the first 12 months of the issue of their DA and then at least once every three years. During the current situation we will put in place a 12-month extension of this requirement for pilots who had registered for the 2020 pre-season flying display symposium. We will automatically record this on our database.
Delegates who had registered and paid for the 2020 pre-season flying display symposium will be automatically registered for the 2020 post-season symposium and all fees that have been received will be carried forward.
Flying display currency
Once GA restrictions are lifted by the UK Government, and prior to undertaking a Flying Display and in addition to any specified aircraft currency requirements for 'Permit-to-Fly' ex-military aircraft as detailed in CAP 632, all display pilots (with or without the DA extension) will be subject to the following minimum currency requirements:
Display pilot minimum currency requirements preceding a flying display
Display aircraft Within 30 days of date of display
All Display Aircraft three complete display routines flown or practised in DA category
Display pilot minimum aerobatic currency requirements preceding a flying display
skill level Within 30 days of date of display
All aerobatic skill levels Three complete display routines flown or practised in DA category
Pilots must include at Para 2d of SRG1327: Pilots Certified Declaration for Submission to the Flying Display Director (FDD) details of these minimum currency flights that have been undertaken, along with the list of associated manoeuvres for the proposed display.
Flying Display Directors
As FDDs may not be able to maintain the currency requirements set out at Para C7 of CAP 403 a 12-month extension is available to FDDs whose planned flying displays have been cancelled. To use this extension please contact the CAA GA Unit with details of the cancelled display(s) and previous FDD history so that we can amend your details.
FDD's must check that participating pilots comply with the COVID extension requirements ensure before they are permitted to participate in a flying display.
All other requirements contained within CAP 403 and CAP 1724 remain in place.
Please email the Air Display Regulation Manager at GA@caa.co.uk
Exam candidates and Approved Training Organisations
All UK CAA Exam sessions will be cancelled up to and including 12 June 2020.
Exam sessions from 15 June 2020 onwards remain scheduled, however further cancellations may be required in response to any extension or furthering of restrictions. Such cancellations will be at the sole discretion of the CAA.