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IAOPA Europe eNews March 2016 - Welcome to the IAOPA Europe enews which goes to 23,000 aircraft owners and pilots in 27 countries across the continent

IAOPA World Assembly Update

Space is going fast at the IAOPA World Assembly (Chicago, 21-24 July), which will take place just before Oshkosh.

It is suggested that those intending to go should register early.

The link to the registration page is http://www.iaopa.org/2016-world-assembly.cfm

Belgian Fly-in, Italian Style

The 33rd fly-in of old aircraft at Schaffen-Diest airfield in Belgium will take place 12-14 August 2016. The fly-in is also the 33rd gathering outside Italian borders of aircraft such as Falco, Picchio, Nibbio and the SF260 (designed by the engineer Stelio Frati).

Guy Valvekens of Diest Aero Club said: “Pilots who wish to fly planes with restricted Certificate of Airworthiness or Permit to Fly will be offered the possibility through us to obtain the necessary permit to enter Belgian airspace, and this at reduced cost.”

During the weekend each team will enjoy the following benefits:

• A lunch offered to each crew member.
• The possibility of an overnight stay at the airfield (camping).
• Shuttle transport to and from different hotels.
• A barbecue on Saturday evening, followed by the award ceremony for the selected pilots/planes, while enjoying music and a live band.

During the three days demonstrations will include appearances from old timers, ultralights and hot air balloons. Also, the owners of several club old-timer cars have agreed to exhibit – the 2015 event saw more than 1,300 vehicles attend!

For more information please visit www.dac.be or e-mail guyvalvekens@gmail.com.

UK Regional Air Links

FlyPlymouth is a group which is campaigning hard to re-open Plymouth Airport, which would be a great step forward for both GA and air transport in the south-west of the UK.

The UK Regional Air Connectivity Fund is investing in 11 routes from smaller airports in 2016. The fund is available to airports and airlines to help new routes get established. A re-opened Plymouth Airport would be eligible to apply for similar support, says FlyPlymouth.

UK aviation minister Robert Goodwill said recently: “Our smaller airports are vital engines for local economies, connecting the UK and opening up opportunities. That is why the government is backing new regional air routes to drive investment and benefit hardworking people across the country."

Among the routes supported is a Flybe-operated route from Exeter to Norwich. 

The Department for Transport is studying the possibility of re-opening Plymouth Airport. 

FlyPlymouth is working with the department on the study, which is expected to report in 2016.

It sees the Government study as a crucial milestone in its plan to re-open the airport and get Plymouth flying again.

Plymouth public meetings will be held on 29th March, 28th June and 27th September at The Future Inn, Plymouth at 1815. For more information please visit www.flyplymouth.com

European Bizav Operators Unprepared for EASA Part-NCC

Some non-commercial operators of more than 6,000 business jets and turboprop twins based in Europe are unprepared for EASA’s new Part-NCC (non-commercial complex) rules that will set higher safety standards in the industry.

That was the message at a conference run by Aeropodium at London Heathrow Airport recently.

Beginning August 25, such operators will have to comply with a similar safety framework to that for commercial air operating certificate holders, but on the basis of a “declaration” by an “accountable manager” that they are compliant.

The move will affect business and private aircraft registered in an EASA state or those registered in a non-EASA state by an operator that is established or resides in an EASA state.

Preparation for Part-NCC will include having a safety management system (SMS) in place, as well as compliance monitoring, an operations manual, minimum equipment list, record-keeping and various training requirements. Performance and operating limitations and equipment all have to be covered in detail for all aircraft.

It all comes under the provisions of EU Regulation 965/2012, but although it concerns EASA it is the national authorities that will administer Part-NCC.

The definition of “complex motor-powered aircraft” is an MTOW greater than 5,700 kg (12,566 pounds), more than 19 seats or a certified minimum crew of at least two, as well as any aircraft equipped with one or more turbojet engines or two or more turboprop engines.

Helicopters with nine or more seats are also included. Twin Turboprops are still defined as CMPA, but they are exempted from the OPS requirements. The maintenance and training requirements for CMPA remain.

Free Part-NCC Templates

Together with a couple of corporate flight departments organised through the German Regional Aerodromes Association (IDRF), AOPA-Germany is finalising a complete set of OPS-NCC templates for operators of complex motor-powered aircraft.

According to AOPA Germany’s Michael Erb, this was done “in close cooperation with EASA, the German and the Swedish CAA.” It derives from work in the GA Road Map NAA Group and the GA sub-SSCC.

The aim is to provide these templates completely free of charge and in English language to IAOPA-Europe members. The work has been paid for by affected members and corporate flight departments and any excess funds will be fed into the lobbying work of IAOPA and ERAC at the European Parliament and Commission, which are reviewing the Basic Regulation (216/2008).

Erb says: “At AERO Friedrichshafen we and ERAC will give two seminars on how to use the templates. I think now it’s the right time to go public with this offer!”

The decision to start the project was taken on 4 November last year with a kick-off meeting on 9 November. A review by EASA, the participants and the advisory bodies is to be published “soon”.

The template will be around 70 pages, and will have sections including landing and takeoff performance policies, fuel policy, and sections covering aspects such as EFB use. There is an extension for SMS and emergency response plans, and assistance on implementation will be offered by IDRF and AOPA. An NCC competence centre is planned based on a website with NCC compliant information.

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German Wind Turbine Study

AOPA Germany and the German Aeroclub have commissioned a university study about the negative effects of wind turbines on general aviation aircraft. The outcome is quite surprising: light aircraft can be seriously disturbed even 4,000m behind a modern wind-turbine by its wake-turbulence.

For more see https://aopa.de/aktuell/windkraftanlagen-bitte-abstand-halten.html

AOPA Germany can provide the study free of charge but it’s only available in the German language.

In-Flight Icing Leaflet

The European General Aviation Safety Team (EGAST) has published an authoritative leaflet on icing, which is available HERE.

CAA 'Action Report' on Air Shows

Stemming from the UK CAA’s ongoing review of air display safety, which was given far greater prominence by the crash of a Hunter at last year’s Shoreham Airshow, it has announced measures to increase safety by reviewing:

• The requirements for permissions to hold a display and requiring earlier notification to the CAA;

• Training and checks for those responsible for overseeing air displays;

• Requirements relating to the experience, skill and health of display pilots; and

• The role of the Display Authorisation Examiners (DAEs) who oversee display pilots.

The CAA has confirmed that the measures will remain in place at least until the AAIB's investigation has concluded, at which point they will be reviewed alongside any findings or recommendations made.

New iBook GetMet Released for Recreational Pilots

The UK Met Office has launched its new iBook GetMet handbook – a guide that gives private pilots access to essential weather data to plan and conduct safe flying. Previously only available in print and PDF, GetMet will launch this week in iBooks as an interactive resource, available to download on any Apple device including iPhone or iPad.

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Try Redhill's Improved Hard Runway!

Those wishing to fly to Redhill Aerodrome may want to consider its newly resurfaced runway, and that Gatwick Airport is only a short drive (or cab ride) away.

The likes of Emirates Airline operate there, including a daily A380 flight to Dubai. With cheap parking it might make sense for those who have access to a GA aircraft to fly to Redhill rather than driving and parking at Gatwick itself. More fun too!

Normally Redhill operates with three grass runways, 08-26 (parallel, R&L) and 18-36. But 07-25 provides a hard-surface alternative, particularly useful when the grass runways are unusable.

Redhill also has the Pilot Hub café, and a nearby station with regular services into central London and elsewhere in the UK.

And you are very welcome to call in on the offices of AOPA Aircraft Owner & Pilot magazine / IAOPA eNews, the other side of Hangar 9 from the Pilot's Hub (where incidentally you can pay your landing and parking fees).

Currently the airfield has three grass runways and the one unlicensed hard runway, based on a 500-metre section of taxiway that was been straightened and widened last year.

Redhill failed in 2014 to gain permission to build a full-sized runway that would allow larger commercial aircraft such as turboprops to operate, but the converted taxiway solution is ideal for light private aircraft.

Reacting to local criticism that it still got its runway by the back door, the airfield owners said: “The works were undertaken for safety reasons in order to address the risk posed to aircraft” by the uneven surface, insufficient turning space and hazardous bend in the previous 07-25 taxiway runway, which was in any case rather narrow.

Dutch Coastguard to Deploy AirScout Drone System

Austria’s Schiebel Group, the Netherlands Aerospace Centre (NLR), the Netherlands Coastguard and the Royal Netherlands Air Force recently tested a new airborne detect-and-avoid system fitted to Schiebel’s Camcopter S-100 unmanned helicopter.

During a flight demonstration held at De Kooy Airfield in Den Helder, the Netherlands, in December, Schiebel supplied an S-100 fitted with the NLR-developed AirScout detect-and-avoid system.

A Coastguard Dornier Do-228 fixed-wing turboprop and an RNAF Alouette helicopter acted as “intruder” aircraft for the system to detect. The air force also provided ATC services.

“Several scenarios were successfully executed where the Camcopter S-100 ‘unexpectedly’ encountered an intruder aircraft. The system then determined in real time the corrective action to ensure the necessary separation from intruder aircraft,” Schiebel said.

The demonstration was conducted under the ATM Innovative RPAS Integration for Coastguard Applications (AIRICA) project, which is funded through the EU’s Single European Sky ATM Research (Sesar) programme.

The project focuses on integrating remotely piloted aircraft systems into the airspace for Netherlands Coastguard applications.

“In the future, we hope to use unmanned systems for our search and rescue operations,” said Edwin van der Pol, Coastguard head of operations. “These trials are important to achieve regulations for bringing RPAS into non-segregated airspace.”

Airbus Helicopters Rig N’Fly

Airbus Helicopters has received EASA certification for the Rig’N Fly GPS-navigation-assisted software program, which aims to make approaches and take-offs safer and simple at platform-based helipads. Initially available on the H225 heavy twin as an option, it will also be offered on the H175 super-medium twin (late this year) and the in-development H160 medium twin (starting in 2018).

“Rig’N Fly reduces pilot workload,” Airbus Helicopters operational marketing director Régis Magnac told US publication Aviation International News. It allows the rotorcraft’s crew to focus on monitoring flight parameters and the outside environment. Once the approach is loaded, only two pilot inputs are required: the first is to engage the approach mode and the second is to choose to continue the approach once the missed-approach point is reached; if the pilot can see the platform, he chooses to continue the approach. Otherwise, he decides to go around.

Approach flight paths will thus be much more standardized. In the offset-approach mode, the trajectory will be parallel to a direct approach. That makes a go-around safer, as the path ahead will be obstacle-free. Thanks to the better preparation, the frequency of incidents such as wrong-deck landings is expected to be reduced.

Rig’N Fly uses a barometric altimeter, dual radar altimeters, dual GPS and a weather radar. The interface centers on an “enhanced cursor-control device” and a “digital map.” Thanks to the latter, the flight-plan map can be merged with additional environmental factors, including weather radar and wind data, as well as platform location. It also includes the “automatic information system,” which alerts the pilot if a ship is in the path of the planned trajectory.

Beagle Pups Can Go On EASA Permits

The owners of Beagle Pup aircraft used purely for private purposes are to be offered the opportunity to move their aircraft to EASA Permits to Fly, allowing more freedom for owners to manage the continued airworthiness of their aircraft, in conjunction with the UK Light Aircraft Association (LAA).

The initiative gives Pup owners greater parity with owners of Annex II CAA / LAA Permit Bulldog aircraft and offers rules more in keeping with an aircraft that is long out of production.

According to LAA, EASA has reconsidered its policy on ‘orphan’ EASA aircraft, announcing that in future any EASA aircraft with a Restricted C of A issued under an SAS (Specific Airworthiness Specification) rather than an active type certificate will be allowed to transition to an EASA Permit to Fly if the owner so chooses.

The list of affected types – all orphan types with minimal realistic product support - includes the Beagle Pup. For others see https://easa.europa.eu/document-library/specific-airworthiness-specifications
See also http://easa.europa.eu/the-agency/faqs/general-aviation - category-orphan-aircraft FAQ ‘how to move an orphan aircraft from a Restricted Certificate of Airworthiness (RCoA) to an EASA Permit to Fly (PtF)’.

Also it is worth reflecting on the article by Nick Wilcock in 2012, in General Aviation magazine: http://www.iaopa.eu/mediaServlet/storage/gamag/apr12/p30-34.pdf

Diamond To Build Seastar

Austria’s Diamond Aircraft will manufacture the airframe for the all-composite Dornier Seastar twin-turboprop amphibian, the companies announced in Feb. According to Germany-based Dornier Seawings, it selected Canada’s Diamond due to its experience in composite airframe manufacturing.

Diamond will build the Seastar’s fuselage and one-piece wing at its London, Ontario factory, and deliver the components to Dornier Seawings’ facility in Germany for final assembly and completion. An initial contract covers the production of 10 shipsets and tooling work for planned higher-volume production.

A Diamond spokesman said that the first airframe components are already in production and will be shipped for scheduled assembly and completion in the second quarter of this year.

Developed initially by Claudius Dornier Jr., the 12-passenger Seastar amphibian made its first flight as a proof-of-concept aircraft in August 1984. Shortly after FAA certification in June 1991, work on the program was halted due to a shortage of funding, but was resumed in 2009 by Dornier Seawings.

The design uses two centerline-mounted Pratt & Whitney Canada PT6A-112s. Specifications for the Seastar includes a 10,141-pound mtow, 900-nm range and 180-knot max cruise speed.

Daher Further Enhances TBM900

French aircraft manufacturer and aerostructures company Daher is on hand in Singapore to showcase its increasingly popular TBM 900 turboprop single-engine aircraft, and explain new enhancements such as enhanced envelope

protection, improved warning identification and flight planning facilitation. They are part of Garmin G1000 avionics updates (V15).

Specifically envelope monitoring has been added to the electronic stability and protection system (ESP), along with under-speed protection; new aural alerts for stall, overspeed, landing gear extension and oxygen mask use; an angle-of-attack sensor with cockpit visualization; and two-way wireless link-up from a mobile device that runs the Garmin Pilot application (uses Bluetooth connection and Garmin’s FlightStream 210 wireless gateway), so flight plans can be synced and GPS, weather, traffic and other information can be uploaded/downloaded.

Finally, TBM is including an L-3 data recorder as standard equipment, and the Garmin GRA 55 radar altimeter is an optional extra.

Derived from the TBM 850–itself a variant of the original TBM 700–the new version was unveiled in 2014 after a three-year development program that included 200 hours of flight-testing.

Now featuring more than 30 modifications from the TBM 850, the 330-knot TBM 900 is the fastest certified civilian single-engine turboprop.

From the nose to the firewall, the aircraft has been redesigned to improve engine airflow circulation, through use of a banana-shaped air intake, carbon-fiber cowlings and new exhaust stacks. The new aircraft retains the Pratt & Whitney Canada PT6A-66D engine found on the TBM 850, as well as its Garmin G1000 avionics suite.

Today, the TBM 900 is the fastest-selling version in the TBM aircraft family’s history–with 105 sold and delivered in 21 months–including aircraft operating in the Asia Pacific region.

To further maximize its presence in the region, Daher has relationships with two Singapore-based organizations: WingsOverAsia (see story below), a company that delivers private/executive aircraft flight support and aviation lifestyle services; and Hawker Pacific Asia, the local TBM service center.

“We are well-positioned to answer the region’s market expectations, and operators are in good hands with Daher’s worldwide network, which includes the Singapore locations for our partners WingsOverAsia and Hawker Pacific Asia,” said Nicolas Chabbert, senior vice president of Daher’s airplane business unit.

Ukrainian Protocol Signed

The president of AOPA-Ukraine, Hennadiy Khazan, has signed a protocol of cooperation with a municipal airport of Chernovtsy city UKLN (CWC).

The Mayor of Chernovtsy city Alexey Kaspruk has supported the initiative according to which the maximum assistance will be carried out to the development of GA and all the necessary conditions will be created  the airport of Chernovtsy city will become the South - Western Gate through which airplanes of GA will fly in.


Herewith the airport fees should be at the minimum level.


This is another step made by AOPA-Ukraine on the way of changing the relations between municipal and state airports of Ukraine to GA.

Cavendish Launches TB10 Restorations

Cavendish Aviation of Earls Colne Airfield in Essex, UK (EGSR) has announced plans to restore the Socata TB10 series aircraft new as-new condition using their nano-surface technology, Aerocoat.

The first aircraft in the official Cavendish Socata range took recently from the company’s Earls Colne Airfield base on its maiden test flight.

See video at https://www.youtube.com/watch?v=I1N8uTbT5j4

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Other videos can be found on the company’s Twitter timeline via @CavAviationUK.

TB10s are popular around Europe and were designed and built in the French town of Tarbes in the mid-Seventies. Mainstream production ended more than a decade ago.
The Cavendish Socata restoration aircraft will come with the Aerocoat finish, which is hydrophobic “and keeps plane paintwork looking pristine after countless hours in the sky and against all weather conditions.”



Cavendish Aviation managing director Steve Allen explained: “The TB series was the plane of choice back in the Eighties and Nineties and pre-dated modern aircraft like Cirrus. Our aim is to get people interested in the TB series again as it’s a brilliant heritage aircraft and flies fantastically well.


“Our Cavendish Socata restoration is a complete overhaul that will give everything, from the engineering systems to interior and paintwork, a near new factory finish.” It includes leather seats and yoke with new burgundy carpet and basic avionics to allow pilot preference upgrades.


The TB series was commonly known as the Caribbean plane, with various models named after Trinidad & Tobago in the West Indies.

The first Cavendish Socata restoration is a 1980 TB-10, serial number 58, with a cruising speed of 128 knots. It is available for sale through AvBuyer - http://www.avbuyer.com/aircraft-for-sale/socata/tb-10-tobago/291380

“A lot of private pilots drive high-end vehicles and we have set out to provide the same experience, giving a luxury feel as well as functionality internally, while our Aerocoat application to the paintwork is the icing on the cake of our aircraft and sets Cavendish Socata apart from any other restored plane on the market,” added Allan, who is a keen pilot.


All aircraft in the Cavendish Socata range will be sold with a back-to-base one-year warranty with service and next year’s annual inspection included in the price, allowing pilots to own a well fitted-out aircraft with fixed flying costs. 


Cavendish Aviation is also keen to promote Aerocoat for other aircraft types. The company went to the US last autumn to showcase Aerocoat on a Cirrus SR22 at Farmingdale airfield in New Jersey.

Guidelines For Selecting a UPRT Provider

With ICAO recommending Upset Recovery and Prevention training in actual flight for all pilots prior to commercial licensing, UPRT course provider APS has distilled lessons learned from extensive experience.

The company said, “These thoughts were compiled in the hope that UPRT can be introduced correctly and safely resulting in a lowering of the worldwide Loss of Control In-flight [LOC-I] accident rate.”

Its lessons can be seen as a form of guidelines for selecting providers:

1. Change: The prominence of the LOC-I accident rate is clear from the statistical evidence in accident data. If how to fix it was equally obvious, it would have already been fixed. One thing is certain though, and that is that if a change in the LOC-I accident rate is desired, certain things must be altered to achieve that result. While some of these changes are small and easy, others may be systemic and difficult. Where the sliding scale of cost/benefit should be set is open for debate, but the fact that change is required is not.

2. UPRT Expertise: Because there is no existing qualification or certification standard for UPRT, anyone who thinks they are an expert on UPRT can be. While there is nothing to say that they are not, in the absence of selective criteria at least one discriminator should be actual experience in the delivery of UPRT specific training. As in most other areas of endeavor, there are lessons learned in the delivery of training that inform the instructor in the field of study being applied.

3. Standard Solutions: As we look for solutions to any problem, it is natural to begin with what we are familiar with. There are two cautions associated with that approach concerning UPRT. The first is that because this is a recently established area of training, there may be fundamental knowledge or skill sets missing from the existing training paradigm. The second is that a solution is likely to entail methodology different from the status quo.

4. Do No Harm: As clear as it is that LOC-I poses a disproportionate threat to the flying public, we must remember how good the overall accident rate is and how long it has taken to achieve.

We must weigh alternatives from that context, and try to consider the potential for unintended consequences. Any unintended consequences must be considered and mitigated. You should ensure all academic or practical enhancements deliver clear, vetted, verified knowledge and skills. And the threat of incorrect or misinformed LOC-I mitigation methodologies is both severe and life threatening

5. No Quick Fix: Because there is now recognition that the LOC-I problem is significant, there could be a call for a rapid reaction to the LOC-I accident rate. While there are some changes we can make relatively quickly, the overall complexity of the threat must be kept in mind.

There is always a desire to strive for simplicity. The problem occurs with oversimplification. If a simple fix was possible, we would not be where we are today with this problem. One-size-fits-all solutions must be avoided; they are usually a force fit with simplicity winning out over best practices and true solutions. LOC-I is a complex problem with many factors to consider.

Proposal to Increase Microlight MTOW

AOPA Finland is asking for other AOPAs to support it on Finland CAA's proposal to make amendments to Annex I (old Annex II).

Mr. Jani Hottola, special advisor of CAA Finland, presented this proposal during FCL-IF meeting in Istanbul earlier this year.
 Current MTOM limits haven’t taken into account the introduction of safe four-stroke piston engines, he said.

This has led to a situation where a very usable entry level aircraft category has been legislated to a situation where the aircraft is very capable, but not legal to operate.

It has created an environment where (in addition to obvious safety implications) new pilots are forced to learn in a culture where you choose when and what rules to respect, and therefore establishing the worst possible value-base for an aviator.


The original proposal contained MTOW increase of 65kg from 495kg to 560kg but AOPA Finland considers that increase should be 105kg up to 600kg to enable a safe and legal operation of the four-stroke piston engined microlights, and the development of electric microlight aircraft. Currently, the design of most modern ultralight aircraft would allow operation with notably higher take-off masses than those prescribed as limits in Annex II of the regulation. 


However, in this case all the requirements of Regulation 216/2008 would become applicable and this, from the perspective of a typical user of such a recreational aircraft, means that the operation would complicate to an unreasonable extent.

In reality this means that, for example, an aircraft that could be operated with an MTOM value of 600kg based on its design, must be flown 150kg lighter in order to remain within the scope of national regulations.

This has led to the unwanted real-life situation where an aircraft is difficult or impossible to be loaded with two persons and an amount of fuel to allow a reasonable flight time without exceeding the set weight limit.


AOPA Finland requests all AOPA affiliates to deliberate and consider their support for this proposal as soon as possible and to send comments to their respective CAAs as soon as possible, in order to proceed with this proposal at the Council of the European Union's Working Party on Aviation.

Wings Over Asia Moves into Seletar FBO

Singapore's Seletar Airport has grown fast over the past five years as aerospace companies have scrambled to set up business there. Rolls-Royce, for example, now produced Trent airliner engines at a vast facility there.

For the past few years Wings Over Asia has had an office in a nearby tower block, which has doubled as a clubhouse. Having had considerable success in ground handling and maintenance, WOA managed to secure $10 million in funding to set itself up as a Fixed Base Operator (FBO) with a vast new building.

Given that WOA still sees itself as a general/light aviation outfit, serving those with provate aircraft (either members or visitors), it is refreshing that such pilots will soon have a facility and service level akin to that enjoyed by business aviation pilots flying Gulfstreams, GVs and Dassault Falcon jets.

Surely this is a first! And perhaps WOA is the first real social network for pilots: http://www.wingsoverasia.com/

When AOPA Aircraft Owner & Pilot magazine visited just after the Singapore Airshow, WOA was about to decamp to the new building, so they will have moved in my the time you read this. WOA is also a dealer for various aircraft manufacturers, and founder Ng Yeow Meng has himself carried out ferry flights all over the world.

Hong Kong Kai Tak Clubhouse Still Open

If you happen to be in Hong Kong it is worth getting the ferry across to Kowloon and walking to the Hong Kong Aviation Club, which still has its clubhouse at the site of the old Kai Tak Airport. The runway has a lot of construction going on for a new metro station, and at the end of the runway is the spectacular ferry terminal. So no chance any more of an airfield being re-established, sadly!

HKAC flying takes place at Shek Kong Airfield in the New Territories. The Club has Cessna 152/172/182 aircraft along with Robinson R22/R44 helicopters.

There is still enough space at HKAC's apron for a helicopters, such as the EC135 pictured, to land.