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Published: 22 May 2025

AIP GEN 3.4 - 3.2.6 Common Air-to-Air Channels for General Aviation

Two channels 123.065 and 123.135 have been assigned for Air-to-Air communications. These channels should be used to share important safety information between pilots, where information is not provided by other services, such as ATC or FIS, mainly in uncontrolled airspace.

• Sharing Weather Issues
• Formation Flights
• Flights in Areas without ATC (Airspace Classes Golf and Echo)
• Flights in Areas without FIS Coverage
• Local Competitions (within Flying Clubs)
• Self-Coordination

The channels will eventually be allocated European-wide to enable cross-border communication without the necessity to retune to other channels. The use of 123.450 should be stopped.

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Published: 12 May 2025

EASA SERA amendments - Effective date 1 May 2025

The European Union Aviation Safety Agency (EASA) has introduced several significant amendments to the Standardised European Rules of the Air (SERA), effective from 1 May 2025. These changes aim to align with updated International Civil Aviation Organisation (ICAO) standards, enhance safety, and accommodate emerging aviation technologies.

If flying in Europe you should familiarise yourself with the changes, especially changes to flight plan requirements. Also note that the Channel Islands have adopted EASA SERA standards.

Article 5 has been removed to streamline the regulatory framework and eliminate outdated provisions.

Regulations (EU) 2023/1772 and 2024/1111 have revised flight planning procedures:

Submission Requirements: Flight plans must be submitted for any flight requiring air traffic control services, crossing international borders, or operating at night beyond the vicinity of an aerodrome.

Content Enhancements: Flight plans now require detailed information, including aircraft identification, flight rules, equipment capabilities, and emergency equipment.
Regulation (EU) 2024/1111 establishes requirements for the operation of manned aircraft with vertical take-off and landing (VTOL) capabilities, facilitating the integration of AAM into the existing airspace structure.

Updates have been made to align SERA with the latest ICAO provisions, including the completion of radio communication failure procedures and the removal of outdated supplements.

ED Decision 2024/007/R provides updated AMC and GM to support the application of the new regulations, offering clarity on compliance expectations.

Implications for UK Aviation:

While the UK has departed from the EU, the Civil Aviation Authority (CAA) continues to reference and adapt SERA regulations within domestic law. UK SERA applies to all aircraft operating in UK airspace, with supplementary rules to accommodate national requirements, such as VFR flight at night and specific exemptions.

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Published: 28 April 2025

AOPA Response to CAP3094:GA Pilot Licensing & Training Simplification Phase 3 Consultation

The AOPA response to CAP3094 has been submitted to the CAA as follows:

Q5  Do you agree with our proposed changes to the PPL(A) syllabus regarding partial loss of engine power?: Yes

Please share any comments you may have: Partial power loss should be discussed prior to first solo, but should be handled as total loss of power until completion of circuit consolidation.  Students would be unlikely to be able to deal with partial power loss until completion of Ex 16.

Q6  Do you agree with our proposed changes to the PPL (A) and (H) syllabi regarding the use of moving map devices?: Yes

Please share any comments you may have:Training should also include action in the event of the failure of a moving map device in flight and the use of alternatives/back-ups.

Q7  Please enter any comments you may have on the NPPL(A) to PPL(A) theoretical knowledge bridging requirements.

Please share any comments you may have: NPPL(A) SEP/TMG students should normally sit the PPL(A) exams so that NPPL(A) theoretical knowledge is equivalent to EASA LAPL(A) requirements of EASA Part-FCL 'AMC1 FCL.115; FCL.120 LAPL training course and theoretical knowledge examination' in order that potential future mutual recognition of UK NPPL(A) and EU LAPL(A) is not compromised.

Q8  Do you agree with our proposed changes to the PPL (A) and (H) skill test schedules regarding the use of moving map devices? Yes

Please share any comments you may have: Skill Test should include action in the event of degradation / failure of optional moving map devices and the use of alternatives/back-ups.

Q9  Do you agree with our proposed AMC1 to the revised FCL.210.A regarding crediting previous aeroplane experience towards the PPL(A)? Yes

Q10 Do you agree with our proposed GM to the revised FCL.210.A regarding crediting previous aeroplane experience towards the PPL(A)? Yes

Q11 Do you agree with our proposed AMC to facilitate a 35-hour PPL(A) course? Yes

Please share any comments you may have: We agree, but consider it unlikely that many applicants will be able to cope successfully with a 35hr course.

Q12 Please enter any comments you may have on the proposed GM for differences training.

Please share any comments you may have: In GM1 FCL.710(b), delete 'training'.

Q13  Do you agree with our proposed AMC1 and GM1 to the revised FCL.740.A? No

Please share any comments you may have: We partly disagree:

3.2 first bullet point should be amended to ‘Six hours of flight time must be flown in the second year of validity’ for clarity and should be as stated in OID 157-1-12 FCL.740.A(b)(1)(ii).

AMC1 FCL.740.A(b)(1)(ii) is directly from EASA AMC and GM to Part-FCL Issue 1, Amendment 13 and is OK.

GM1 FCL.740.A is excessively verbose for inclusion in UK Part-FCL. The section from “It is recommended [...]” to “[...] from personal experience.” is directly from EASA AMC and GM to Part-FCL Issue 1, Amendment 13 and is OK; however the section from “The following is [...]” to “[...] TEM and decision making” should be deleted and moved to a suitable CAA Standards Document. The bullet point which starts “If the instructor considers [...]” should be amended so that “[...] does not need to[...]” reads “[...] should not [...]”.

Q14  Do you agree with our proposed AMC2 to the revised FCL.740.A? No

Please share any comments you may have: It should not be stated that refresher flight training should normally be conducted as a single flight. As flight time experience can now be spread over 24 months, it would be reasonable for pilots to elect to receive refresher flight training as suits them throughout the period. Both bullet points should be deleted and the following inserted:

• The refresher flight training for the purpose of refreshing knowledge and skills applicable to the privileges of the rating may be satisfied by receiving instruction totalling at least 1 hour, which may be over the course of several flights. In this case, the instructor may only certify the training in accordance with FCL.945 after the required flight time has been completed.

Q15 Do you agree with our proposed AMC3 to the revised FCL.740.A? Yes

Please share any comments you may have: We agree only as a temporary expedient pending formal amendment of FCL.740.A(b)(1)(ii) to include the IMCR/IRR exemption introduced over 15 years ago in LASORS2010, so that it will then read:

“— refresher training of at least 1 hour of total flight time with a flight instructor (FI) or a class rating instructor (CRI). Applicants shall be exempted from this refresher training if they have passed a class or type rating proficiency check, skill test or assessment of competence in any other class or type of aeroplane or by a flight test for the issue/revalidation or renewal of a UK IMC / IR(R) rating.”

This exemption is widely applied throughout the industry and it is imperative that it remains so. If it is not possible to include it in the forthcoming 1^st October 2025 SI release, then an ORS4 exemption should be issued.

Q16 Do you agree with our proposed AMC and GM to the revised DTO.GEN.240 and ORA.ATO.135? Yes

Please share any comments you may have: To avoid any confusion regarding the alternative use of non-Part 21 training aircraft issued with a national permit to fly, ORA.ATO.135/DTO.GEN.240(aa)(1) should be amended to include the word ‘or’ as follows:

(1) hold a certificate of airworthiness issued in accordance with Annex 8 to the Chicago Convention; or

Q17  Please enter any comments you may have on the proposed removal of the AMC/GM listed above.

Please share any comments you may have: We agree with the proposals.

Details

Published: 13 April 2025

Ban on personal imports of meat and dairy products extended to cover all EU countries

The Government has taken measures to prevent the spread of foot and mouth disease (FMD) following a rising number of cases across Europe.   

From Saturday 12th April 2025, travellers will no longer be able to bring cattle, sheep, goat, and pig meat, as well as dairy products, from EU countries into Great Britain for personal use, to protect the health of British livestock, the security of farmers, and the UK’s food security.    

This includes bringing items like sandwiches, cheese, cured meats, raw meats or milk into Great Britain – regardless of whether it is packed or packaged or whether it has been bought at duty free. 

For full details see here.

Details

Published: 08 April 2025

ETA Travel Requirement for eligible European visitors to the UK from 2nd April 2025

Following the opening of the Electronic Travel Authorisation (ETA) scheme to eligible Europeans on 5th March, from the 2nd April they will now need an ETA to travel to the UK.

This means that all non-visa national visitors who do not need a visa will need an ETA. More information about eligibility and when individual nationalities will need an ETA is available at GOV.UK.

Eligible visitors should apply for their ETA through the UK ETA app, which is quick and simple to use and enables most applicants to receive a decision within hours. For more information see: Apply for an electronic travel authorisation (ETA).

Please note: as you are aware, during the current pre-enforcement period, visitors from countries whose citizens currently do not require a visa for short-term visits will still be permitted to travel to the UK even if they do not hold an ETA and must not be refused carriage on this basis. You will not be liable for a penalty charge related to ETA checks (permission to travel), and passengers will not be refused at the border solely for failure to hold an ETA.

People who require a visa to visit the UK will continue to do so and should not obtain an ETA. Those who are exempt from immigration control will not require an ETA.

The introduction of the UK ETA is a significant change for many travellers who previously did not need to interact with the Home Office prior to travelling. The UK Government continues to work closely with the travel industry, international businesses, short-term education providers and other organisations that attract visitors to the UK, to ensure visitors understand the steps they need to take before they travel to the UK.

Please refer to the sGAR Knowledge Hub for more information.

Details

Published: 21 February 2025

Home Office Letter: Crew Requirements in the General Aviation Sector – February 2025

You may have received a recent communication regarding the implementation of Electronic Travel Authorisations (ETAs). This was intended for carriers in the scheduled aviation industry and so may have caused a degree of confusion for GA carriers and operators.

This communication is to clarify and confirm the following points in case of any such confusion.

British and Irish citizens do not need to apply for any additional permission to travel to the UK and should continue to travel using their valid British or Irish passports.

Crew employed or engaged to bring aircraft, passengers, or cargo to the UK and who are operating into and out of the UK as crew do not require an ETA as they are exempt from the requirement to obtain leave to enter. This only applies where crew members are departing from the UK within 7 days.

Crew members are defined as ’all people who are employed in the working or service of an aircraft, including the captain’. This does not include ground crew or security guards.

Non-visa nationals intending to visit the UK and who are not employed or engaged to bring aircraft, passengers, or cargo to the UK will require an ETA.

Visa nationals will continue to require a visit visa.

More information about ETAs, including which nationalities currently require an ETA, can be found here: Apply for an electronic travel authorisation (ETA) – GOV.UK.

You can find out if you require an ETA or visa here: Check if you need a UK visa – GOV.UK.

I hope this helps to clarify the position with respect to General Aviation and permission to travel requirements.
If you have any queries, please contact our team: This email address is being protected from spambots. You need JavaScript enabled to view it.

Kind regards,
Carrier Integration Team
Future Border & Immigration System (FBIS) Programme

Details

Published: 07 February 2025

Channel Islands General Aviation Exemptions

The Director of Civil Aviation for the Channel Islands is publishing a list of current General Aviation Exemptions for both Jersey and Guernsey. They replace the General Exemptions written into previous Aviation Journals which did not provide a single list of in force documents. Both the Guernsey and Jersey versions are now on the DCA website -

News - Director of Civil Aviation

The current exemptions for the UK PMD and IR(R)/IMCr are retained.

The DCA is keen to ensure that local AOPA members are aware and have an opportunity to comment should they wish to highlight other General Exemptions that they may be using that are not shown by contacting: This email address is being protected from spambots. You need JavaScript enabled to view it.

Please note these lists only show General Exemptions, and are quite separate to individual Exemptions issued to individuals or organisations which would be specific to that applicant and as such are confidential.  

Details

Published: 20 November 2024

UK Civil Aviation Authority approves Manchester Low-Level Route airspace change

The MLLR will be replaced by the North West Transit Corridor, and reclassified as Class G airspace Restricted Area, to be known as EGR323 North West Transit Corridor, with specific restrictions starting 20 February 2025.

The new North West Transit Corridor will continue to provide crucial north-south routing for aircraft, enabling them to navigate efficiently between Manchester and Liverpool Airports’ adjoining Class D airspaces.

The changes, which aim to reduce the risk of mid-air collisions and improve airspace management, will take effect from 20 February 2025. This coincides with the expiration of the current exemption in this airspace, Official Record Series 4 (ORS4) No.1596.

The amendment includes:

• Reclassifying the current Class D MLLR airspace to Class G uncontrolled airspace.
• Implementing a Restricted Area within the reclassified airspace that will limit the speed and weight of the aircraft, as well as having visibility and QNH setting restrictions.
• A maximum altitude within the Class G airspace of 1500ft – 200ft higher than the previous MLLR permitted.
• Creating Class G airspace 0.65 nautical miles wider to the east than today’s MLLR boundary.

The regulator’s decision to reclassify this portion of airspace follows input from the general aviation community, air navigation service providers, and local airports as part of its function to review airspace classification.

Full details here.

Details

Published: 29 October 2024

Submit a GAR - GA ETA Engagement Event Handout

Further to the online event held on 23 October 2024 the Home Office Border Force have published the handout below.

They are currently working on an updated sGAR Information Pack which will be distributed in due course and contain all the relevant information regarding Universal Permission to Travel, ETA, eVisa’s and Carrier Support.

Details

Published: 03 October 2024

Aircraft Maintenance ("N" Registered Aircraft): New FAA interpretation could devastate GA

This is relevant to "N" Registered Aircraft owners/operators who undertake aircraft maintenance on their aircraft.

AOPA US are reporting that on September 3, FAA attorneys released a legal interpretation of 14 CFR §43.3(d), effectively changing the FAA’s view of the standard maintenance supervision model that has been in place for the past 60 years. Without industry intervention to have the FAA reconsider its new view, the A&P experience-based training and owner-assisted maintenance models cannot survive.

Although the regulations allow for uncertificated people to perform supervised maintenance, it is vitally important to point out that only the holder of a mechanic or repairman certificate may approve the work and return the aircraft or component to service. This is the catch-all that ensures safety in our industry. Only the supervising mechanic can make the logbook entry, and it is that individual’s certificate and liability on the line. Therefore, it is in the supervising mechanic’s interest to inspect the work and verify that everything was done properly and is truly airworthy before attesting to it in writing.

The Moss interpretation

FAA regulations under 14 CFR are the rules that those who operate under FAA jurisdiction must follow, or risk facing violation or prosecution. However, in cases where a particular regulation may be ambiguous, a request for interpretation may be made to the FAA chief counsel. The response, in the form of a letter or memo, becomes the agency’s legal position that FAA staff will follow. This means that enforcement actions against individuals and businesses will be based on both the text in applicable regulations, and any relevant legal opinions or interpretations made by FAA attorneys.

The Moss interpretation began on July 8, 2022, when Jonathan Moss, manager of the Little Rock Flight Standards District Office, requested an interpretation of 14 CFR §43.3(d), essentially asking if a supervisor must be physically present at the site of the maintenance, or if he may supervise remotely, through Zoom, FaceTime, live feed TV, photographs, downloadable video, or other electronic means.

It took over two years for the FAA to respond with an interpretation, and as is often the risk with asking for an interpretation, the response went much further than a yes/no answer to the question being asked. Included in the three-page Moss interpretation were two essential elements.

The first addressed the concept of remote, video supervision:

The Office of the Chief Counsel finds that the phrase “in person” explicitly requires physical presence. Virtual presence, through a live video feed or other technological means, cannot replace the physical presence of a supervising mechanic.

The second addressed the concept of supervision itself:

The phrase “readily available, in person, for consultation” contemplates a physical, hands-on approach to supervision. The certificated mechanic must be available, not just to answer questions, but to notice mistakes and take over if necessary.

The problem with the Moss interpretation

There are two issues with the Moss interpretation:

The first issue is concerning, but not necessarily devastating. The FAA Office of the Chief Counsel found that virtual technologies cannot be used in lieu of in-person supervision. This is surprising in a world where medicine—even surgery—is sometimes performed using remote technologies and, it should be pointed out, much of the FAA’s own supervisory work with the industry is done remotely.

The second part of the interpretation is what could have devastating repercussions for general aviation. "The certificated mechanic must be available, not just to answer questions, but to notice mistakes and take over if necessary,” as the new FAA interpretation states, completely discounts the concept of supervisor discretion and, in fact, does not acknowledge the text in 14 CFR §43.3(d) that specifically says “to the extent necessary to ensure that it is being done properly.”

As soon as the Moss Interpretation was published, it became “the official view of the FAA” that will be enforced.

AOPA USA is putting AOPA’s resources into action.