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General aviation in the United Kingdom

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Template:Infobox Aviation General aviation in the United Kingdom is defined as a "civil aircraft operation other than a commercial air transport flight operating to a schedule." Although the International Civil Aviation Organization (ICAO) definition of general aviation (GA) excludes any form of remunerated aviation from its definition, some commercial operations are often included within its scope in the UK. The sector operates business jets, rotorcraft, a wide variety of piston and jet-engined fixed-wing aircraft, gliders of all descriptions, and lighter than air craft; for the purposes of transportation, various aerial work applications, flight training, recreation, and sports.

Of the 27,000 civil aircraft registered in the UK, 96 per cent are engaged in GA operations, and annually the GA fleet accounts for between 1.25 and 1.35 million hours flown. The single most common class of aircraft is the fixed-wing light aircraft associated with "traditional" GA, but the main area of growth over the last 20 years has been in the use of more affordable aircraft, such as microlights, amateur built aeroplanes, and smaller helicopters. There are 28,000 Private Pilot Licence holders, and 10,000 certified glider pilots. Some of the 19,000 pilots who hold professional licences are also engaged in GA activities, and a significant proportion of newly licensed professional pilots begin their training in the GA sector. Although GA operates from more than 1,800 aerodromes and landing sites, ranging in size from large regional airports, through predominantly GA airfields, to informal farm strips, over 80 per cent of GA activity is conducted at 134 of the larger aerodromes. The GA industry is around 7 per cent the size of its commercial air transport (CAT) cousin, employs 12,000 people, and contributes £1.4 million to the UK economy.

GA is regulated by the Civil Aviation Authority (CAA), although regulatory powers are being increasingly transferred to the European Aviation Safety Agency (EASA). The main focus is on standards of airworthiness and pilot licensing, and the objective is to promote high standards of safety. At the lighter end of the GA spectrum some regulatory authority is devolved to representative bodies, and gliding is in transition from a self-regulatory model to more formal governance by EASA. Airspace regulation necessary to protect an increasing number of commercial air transport (CAT) operations has reduced the area in which GA flights can be freely conducted. The growth in CAT is also making access to larger airports more difficult for the GA sector, and smaller aerodromes are vulnerable to closure and re-development for more profitable uses. Non-aviation regulation in the form of planning policy does not recognise the national importance of GA public transport operations, and the planning system generally does not favour the development of smaller aerodromes that cater to the GA market. The planning process has become a mechanism for restricting their use, as a means of addressing local environmental issues which, particularly regarding noise, are the main subjects of public criticism levelled at GA.

Definitions

Hang glider

The International Civil Aviation Organization (ICAO) defines general aviation (GA) as "an aircraft operation other than a commercial air transport operation or an aerial work operation." It defines commercial air transport (CAT) as "an aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire", and aerial work as "an aircraft operation in which an aircraft is used for specialized services such as agriculture, construction, photography, surveying, observation and patrol, search and rescue, aerial advertisement, etc."[1]

Organisations in the United Kingdom (UK) describe GA in less restrictive terms that include elements of commercial aviation. The British Business and General Aviation Association interprets it to be "all aeroplane and helicopter flying except that performed by the major airlines and the Armed Services".[2] The General Aviation Awareness Council applies the description "all Civil Aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire".[3] For the purposes of a strategic review of GA in the UK, the Civil Aviation Authority (CAA) defined the scope of GA as "a civil aircraft operation other than a commercial air transport flight operating to a schedule", and considered it necessary to depart from the ICAO definition and include aerial work and minor CAT operations.[4]

Activities

See also: List of general aviation activities
Business aviation - a commercial activity considered to be part of the GA sector
Ikarus C42 fixed-wing microlight
Air Creation Tanarg weight-shift microlight
The development of the Robinson R22 has made recreational helicopter flying more affordable
"Miss Demeanour" - privately owned Hawker Hunter
Gliders at the 2004 Standard Class Nationals race
Extra 300 Unlimited class aerobatic aircraft

Flying activities in the GA sector use a range of aircraft, including balloons and airships, gliders, hang gliders, paragliders, microlights, gyrocopters, helicopters, amateur built and mass produced light aircraft, ex-military aircraft, and executive aircraft.[5] Flights can be broadly categorised as public transport, aerial work, and private flying, the first two of which are commercial activities.[6]

Commercial operations

Commercial operations are remunerated activities which fall within the ICAO definition of CAT. Some are, however, closely aligned to, and considered part of, the GA sector.[2][3][7] Public transport operations are characterised as non-scheduled, on-demand services flying between points specified by the customer, providing more flexible public transportation than airline travel. Air taxi operations offer charter services for third parties, and business or corporate aviation uses company-owned aircraft to transport employees and clients. Aircraft used in these operations include business jets, helicopters, and twin-engined piston aeroplanes carrying between six and ten people.[8] An example of this type of operation is the transport by helicopter of spectators to the British Formula One grand prix at Silverstone. This involves so many flights that, according to Cranfield Aviation Services, on race day the heliport is temporarily the world’s busiest airport.[9] Aerial work is a small but important component of the commercial GA sector, characterised in its simplest form as remunerated non-transport activities, such as surveying, crop spraying, and emergency services work (air ambulance and police).[10]

Flying schools

Flying schools are commercial businesses engaged in the training of pilots, both for recreational purposes and for those intending to fly professionally. They make widespread use of the fixed-wing light aircraft associated with "traditional" GA, not only for flying lessons but also as club aircraft rented out to qualified pilots for recreational flights. School-owned aircraft account for a significant amount of GA activity, both in terms of hours flown and aircraft movements.[11][12] The pilot training element is regarded by the GA community as a key benefit that is critical to the supply of pilots for the airline industry. It is claimed by the General Aviation Awareness Council that between 60 and 70 per cent of professional pilots have self-financed their flight training at GA schools, and one UK airline operator has stated that the industry must rely on 70–80 per cent of new pilots coming from the GA sector.[13][14] The CAA estimates that between 1996 and 2006 the number of new professional pilots following the unsponsored training route rose from 48 per cent to 59 per cent.[15] The counter argument to this claim is that pilots can be trained outside of the UK, and that the airline industry is not therefore dependent on a healthy GA sector in the UK for its supply of pilots.[16] The CAA concludes that a severe reduction in GA would give "some merit to the argument that pilot recruitment would be threatened", but that the data on flying hours "does not support such a gloomy outlook."[17]

Private flying

Private flying can be for both recreational purposes and personal transport, using aircraft that are owned individually, collectively as part of a syndicate, or rented from a flying club. A survey of pilots conducted between 2001 and 2002 indicated that the most common purposes of recreational flights were local flights near the base aerodrome, visits to other aerodromes, and day trips away.[18] Half of all flights landed at the same aerodrome they departed from, and only 9 per cent involved an overnight stay away from home.[19]

Private flying is most associated in its "traditional" form with mass produced two and four-seater, single-piston engined training and touring aircraft. Examples of these are the Cessna 152, Cessna 172, and Piper PA28 Cherokee, all with their origins in the 1950s, and the more modern designs of Cirrus.[20] The average cost per hour to fly such aircraft was estimated in 2006 to be £133, compared to an estimated £77 per hour for gliders.[21] Recent trends have seen an increase in more affordable flying offered by microlight aircraft, and the development of smaller and cheaper helicopters, such as the Robinson R22 and R44, has resulted in an increase in recreational usage of these aircraft.[22] Another growth area in private flying in recent years has been in the use of amateur built aircraft, such as the Van's Aircraft RV-4 and Rutan Long-EZ.[23]

There is a strong vintage aircraft movement in the UK, and two-thirds of the 500 registered historic aircraft are active. These cover the whole spectrum of civil and military aviation, examples being the de Havilland Dragon Rapide airliner of the 1930s and the World War II (WWII) Spitfire fighter. There are many post-WWII aircraft which could also be considered historic under a looser definition, including for example 60 ex-military jets such as the Hawker Hunter.[24] Historic aircraft are regular exhibits at air displays, claimed to be the second most popular spectator sport in the UK.[25][26]

Sports

Recreational flying also includes sporting and competetive activities.[27] Sport aviation world-wide is governed by the Fédération Aéronautique Internationale (FAI), which controls world championships and the registration of world records. The FAI representative and co-ordinating body for sport aviation in the UK is the Royal Aero Club (RAeC).[28]

Responsibility for the oversight of UK handicapped air racing is delegated to the RAeC Records, Racing and Rally Association.[29] This sport is open to any propeller-driven aircraft capable of maintaining a minimum speed of 160 kilometres (100 miles) per hour in level flight, and competing aircraft have ranged from Rollason Condors and Cessna 152s to Sia-Marchetti SF260s and Beechcraft Barons. Races are a case of "fly low, fly fast, turn left", consisting of 4–5 laps round a 32–40 kilometre (20–25 mile) circuit. Faster aircraft are handicapped by starting a sufficient period of time after slower aircraft that the race concludes with all aircraft diving for the finish line together.[30] There are up to seven races per year, conducted at airfields in the UK, France and the Channel Islands, for prizes that include the Schneider Trophy and King's Cup, and the season culminates with the British Air Racing and European Air Racing Championships.[31][32]

At international levels Glider racing competitions take place typically over 10 days, involving courses of between 250 kilometres (160  miles) and 600 kilometres (370 miles), with checkpoints along the way. Points are awarded for the fastest times or, if conditions force a landing before completion of the course, the furthest distances completed. The pilot with the most points at the end of the competition is declared champion.[33] In 2007 the British gliding team was ranked number one, and British pilots took two women's world championships and the open class European championship.[34]

The British Aerobatic Association is responsible for aerobatic competitions for both powered aircraft and gliders, running up to 30 events each year in the UK and Éire.[35] Starting at the Beginner level, pilots can move up to Standard (powered aircraft) or Sports (glider) levels, and then on to Intermediate, Advanced, and finally Unlimited classes. Each step up requires a wider repertoire of aerobatic figures and progressively more performance from the aircraft.[36] National championships are awarded annually at Standard/Sports, Intermediate, Advanced (powered aircraft only), and Unlimited levels,[37] and pilots who have reached Advanced and Unlimited levels are eligible for selection to represent the UK in international competition.[38]

Scale

One of the 2,500 gliders flying in the UK

There are an estimated 27,000 civil aircraft registered in the UK, 96 per cent of which are engaged in GA activities. In 2005 the GA fleet comprised 9,000 fixed-wing aircraft, 4,100 microlights, 1,300 helicopters, 1,800 airships/balloons, 2,500 gliders and some 7,000 hang gliders. Additionally an estimated 900 foreign-registered GA aircraft are based in the UK.[39]

The number of pilots licenced by the CAA to fly powered aircraft in 2005 was 47,000, of whom 28,000 held a Private Pilot Licence (PPL), a figure which includes 3,400 holders of the more restricted National Private Pilot Licence (NPPL). The remaining 19,000 held professional pilot licences, either a Commercial Pilot Licence or an Airline Transport Pilot Licence, although not all of these would be engaged in GA activities.[40] In addition, there are 10,000 active glider pilots,[41] and estimates put the membership of aviation-related sport and recreational associations at 36,000.[42]

The number of aerodromes that support GA in the UK is difficult to establish with certainty. Pooleys 2008 United Kingdom Flight Guide lists 355,[43] and the Airplan Flight Equipment UK VFR Flight Guide 2008 lists nearly 500.[44] In addition, Lockyears Farm 'Strips' and Private Airfields Flight Guide lists more than 300 'landing sites'.[45] The General Aviation Small Aerodrome Research Study (GASAR) estimates 1,100 formal flying sites in England alone, a figure which includes 160 helicopter landing sites, 43 military airfields, and 400 sites known to planning authorities but not included in flight guides. Additionally it estimates up to 759 informal sites known only to land owners, customs, and members of the enthusiast group Air-Britain.[46]

The sector was estimated to employ nearly 12,000 people and directly contribute £1.4 billion to the UK economy in 2005, making it roughly seven per cent of the size of the CAT industry. Nearly half of the economic contribution was generated by business aviation.[47]

The number of registered twin piston-engined aircraft is on the decline

Most sectors of GA for which data is available have experienced growth in aircraft numbers and hours flown over the last two decades. The lighter end of the GA spectrum: microlights, amateur built, and airships and balloons, have in particular shown strong growth, although the last of these activities was severely curtailed during the foot-and-mouth outbreak in 2001 when access to farmland was denied .[48] After strong growth in the late 1980s, "traditional" flying has shown a slight decline recently, reflecting a move amongst recreational flyers towards microlight aircraft and increased numbers of foreign-registered aircraft. Recreational helicopter usage has grown primarily due to the introduction of smaller and cheaper aircraft. Glider activity has remained relatively static, although there has been a gradual increase in the number of self-launching motor gliders.[49]

Business aviation has shown strong growth, although the numbers of aircraft on the UK register have declined. This reflects a shift away from turboprop aircraft towards foreign-registered business jets based in the UK, which are estimated to be growing in numbers. However, twin piston-engined aircraft numbers have declined significantly, reflecting pressures on the light air-taxi segment from increasingly flexible and cheaper scheduled services, and a more sophisticated corporate charter business.[50] The amount of flight training conducted by UK schools has declined, largely at the hands of competition from foreign schools where costs are lower and weather better.[51]

Since 1990 the total number of hours flown by the GA sector has remained in the range 1.25–1.35 million, the dominant sector being "traditional" GA flying, which accounts for 0.6 million. An overall increase in aircraft numbers combined with nil growth in hours flown has brought the annual average utilisation per aircraft down from 157 hours in 1984 to 103 hours in 2002.[52]

Safety

Between 1995 and 2004 there were 2,630 accidents involving GA aircraft, of which 139 were fatal, resulting in the loss of 317 lives. The majority of accidents involved small fixed-wing aircraft engaged in non-public transport flights, and analysis attributes the most common causes of these to: flight handling skills; poor judgement or airmanship; lack of training or experience; and omission of, or inappropriate, action.[53]

Accident statistics 1995–2004
Type Total Accidents Fatal Accidents Total Fatalities
Aeroplane[54][55] 1,622 107 196
Helicopter[56][57] 246 31 71
Balloon[58][59] 49 1 1
Airship[58] 1 0 0
Glider[58] 430 38
Gyroplane[58] 31 8
Microlight[58] 251 23
Totals 2,630 139 317

There were 27 fatal accidents involving GA aircraft in 2007, resulting in the loss of 48 lives. This compares with 16 accidents claiming a total of 19 lives the previous year, and although higher than average, it is not exceptional.[60]

Regulation

Van's Aircraft RV-4 amateur built aircraft
A British warbird - the Grace Spitfire[61]
de Havilland Dragon Rapide vintage aircraft
Mass balloon ascent at the Bristol International Balloon Fiesta

The objective of regulation is to "promote high standards of safety in all aspects of aviation", and this is the main area of interaction between the CAA and the GA sector.[62] Efforts focus on providing assurance of appropriate standards of airworthiness, pilot qualification, the rules for the movement of aircraft, and equipment to be carried.[63] The CAA was established as the primary regulatory body for all aviation in the UK in 1972.[64] In 1991 it started working within the Joint Aviation Authorities (JAA) framework to implement agreed common standards, known as the Joint Aviation Requirements (JAR), throughout the European Union (EU). In 2003 this was taken a step further when the European Aviation Safety Agency (EASA) was established as the central EU regulator, taking over responsibility for legislating airworthiness and environmental regulation from the national authorities. The CAA acts as an agency of EASA on these issues, retaining its original regulatory powers in areas not yet transferred to EASA. Proposed developments seek to establish EASA as the single authority throughout the EU, taking over from individual member states the power to regulate all aviation other than that specifically excluded from the scope of EASA.[65]

Devolved and self-regulation

Within this framework certain sectors of GA are governed on a devolved basis. In all cases the CAA/EASA retains responsibility for safety regulation, but representative bodies, particularly of sectors that are not included in the scope of EASA, are granted greater oversight of their activities.[66] The majority of microlight aircraft are regulated by the British Microlight Aircraft Association, although a significant number are regulated by the Light Aircraft Association (LAA), formerly known as the Popular Flying Association. The LAA is the primary regulator for amateur built aircraft, as well as vintage and classic aircraft. Parachuting is governed by the British Parachute Association, although the aircraft used in this activity are generally CAA-regulated. Balloon and airship flying is overseen by the British Balloon and Airship Club.[67] The UK-specific National Private Pilot Licence (NPPL) is administered by the National Pilots Licensing Group Ltd., supported by the LAA, the Aircraft Owners and Pilots Association UK, the British Gliding Association, and the British Microlight Aircraft Association.[68] Separate from these devolved groups, gliding in the UK is self-regulated. The British Gliding Association was until recently responsible for glider airworthiness, now formally regulated as a result of EASA legislation, and still retains control of pilot certification. Hang gliding and paragliding activities (i.e. foot-launched gliders) are governed by the British Hang Gliding and Paragliding Association.[69]

Airworthiness

Under CAA and EASA rules, all aircraft are required to meet certain standards of airworthiness to safely and legally fly. Aircraft that meet these standards are issued with a Certificate of Airworthiness. However, British registered aircraft excluded from the scope of EASA which cannot satisfy the requirements for the issue of a Certificate of Airworthiness, such as vintage and historic aircraft, amateur built aircraft, and microlights, may be issued with a Permit to Fly. This allows such aircraft to fly in UK airspace subject to certain limitations, for example being restricted to day-time flights under visual flight rules only.[70][71]

Pilot licensing

Main article: Pilot licensing in the United Kingdom

The pilot qualification most relevant to GA is the Private Pilot Licence (PPL), which permits the holder to fly for recreational purposes without remuneration.[72] In addition to the European-wide Joint Aviation Regulations Flight Crew Licensing (JAR-FCL) standard, the CAA also issues UK-specific national licences: in the absence of European standards for gyroplane, balloon, and airship pilots, the CAA licenses these according to the original UK PPL standard;[73] and as a response to the perception that JAR pilot licensing standards are excessively bureaucratic and expensive for the purposes of recreational pilots, the National Private Pilot Licence (NPPL) was introduced in 2002.[74] The NPPL is easier to obtain than the JAR-FCL licence, has less stringent medical requirements, is more restrictive in the privileges it grants, and is valid only for flights in British-registered aircraft flying in UK airspace.[68] Although there are plans to bring glider pilot licensing within the regulatory framework of EASA,[75] the gliding sector is currently self-regulating in this respect. The British Gliding Association is responsible for defining the standards of initial training, and certifying, via a badge system, pilots who meet those standards.[76][77] Pilots working in sectors of GA that are commercial operations, such as aerial work and business aviation, are required to hold a professional pilot licence which, at a minimum, is the Commercial Pilot Licence.[72]

Aerodromes

East Midlands Airport - classified by GASAR as a regional airport
See also: List of airports in the United Kingdom

Aerodrome is a collective term for any location from which flying operations take place, although more specific terminology can be used to characterise its purpose. The CAA strategic review of GA applies the term airport to locations which predominantly support large scale commerical operations, and airfield to locations which predominantly support GA operations.[78] The GASAR study analysed 687 aerodromes in England which come under the scope of GA, classifying 374 into six types. These range in size from regional airports to the smallest farm strip, although 84 per cent of GA flights operate from 134 of the larger aerodromes in the first four categories.[79][46]

GASAR aerodrome classification

The factors used in determining how an individual aerodrome is categorised by the GASAR study are based broadly on size and facilities. The six types of aerodrome are described as (in size order with examples): regional airports (e.g. East Midlands); major GA airports (e.g. Oxford); developed GA airfields (e.g. Andrewsfield); basic GA airfields (e.g. Brimpton); developed airstrips (e.g. Tilstock); and basic airstrips. Airports generally have long, fully lit, hard-surfaced runways, full air traffic control, and navigation and landing aids. They are usually located on urban fringes, support commercial and business operations, and often exclude certain types of light aircraft.[80]

Andrewsfield - classified by GASAR as a developed GA airfield

At the more rurally located airfields, the lighter end of aviation, such as microlight and gliding activities, becomes increasingly prevalent, and there are few or no commercial operations other than flying schools. At this level runways are generally shorter, and grass surfaces are increasingly common. Navigation aids are increasingly scarce, being more basic where they are available, and informal ground to air radio communication replaces air traffic control. The smallest airfields are too small to feature on general purpose Ordnance Survey (OS) maps, and lack basic facilities such as fuel and maintenance.[81]

The majority of airstrips are basically single short grass runways with no supporting facilities, although the presence of a hangar is not uncommon at the larger examples. They are too small to feature on OS maps, and are either club, or more commonly individually-owned.[82]

Aerodrome licensing

Most aerodromes used for public transport operations, and all those used for powered flight training operations, are required to be licensed by the CAA.[83] To be granted a licence an aerodrome operator must satisfy the CAA that: the physical conditions at the aerodrome, and its environs, are acceptable; the scale of equipment, and facilities provided, are adequate for the flying activities which are expected to take place; an effective safety management system is in place; and that staff are competent and, where necessary, suitably qualified.[84] Aerodromes classified as developed GA airfields or larger by the GASAR study are, with few exceptions, CAA licensed. Only two basic GA airfields, Silverstone and Duxford, are licensed, and all airstrips are unlicensed.[85]

Issues

In controlled airspace above Birmingham Airport
Light aircraft parked at London Gatwick Airport in 1961, before it became a CAT giant

The growth in Commercial Air Transport (CAT) has eroded the operational freedom of GA, both in the air, and on the ground at larger airports. Difficulties with access to larger airports is compounded by a decline in the number of aerodromes generally, and existing sites are often threatened with closure and re-development for more profitable uses. The UK planning system is not designed to support nationally important aspects of GA, and makes aerodrome development difficult, often subjecting aerodromes that successfully negotiate the process to restrictions in use.[86]

Access to airspace

Airspace is shared by CAT, military and GA users. It is divided into controlled airspace, in which aircraft must always be under the control of an air traffic controller, and uncontrolled airspace, in which aircraft can operate autonomously.[87] Although GA flights can under certain conditions enter controlled airspace, they operate mainly in uncontrolled airspace.[88] Controlled airspace is essential for the provision of a known air traffic environment necessary for the safe operation of CAT, and mixing operations with other users is "considered undesirable, even untenable".[89] Increases in the number of CAT operations, and in the number of airports they operate from, has resulted in a corresponding increase in controlled airspace. Between 1997 and 2006 this area grew in size from 13 per cent of all airspace to 22 per cent nationally, and from 24 per cent to 43 per cent in airspace above England and Wales, leading to the perception within the GA community of being squeezed out. There are particular problems for GA around large airports, where controlled airspace extends to ground level. The concentration of commercial operations and high demand for GA in the South East of England have also resulted in extensive controlled airspace coverage in this area, which serves to channel uncontrolled GA operations through high-collision-risk hot spots.[90]

Aerodrome access

Regional airports, such as Southampton Airport, have experienced strong growth in CAT operations in recent years. These operations are commercially and operationally incompatable with GA, and although there is no evidence of unfair discrimination, the effect has been to discourage or exclude it. GA aircraft are being subject to significant increases in charges, including the imposition of handling fees in some cases. Some airports restrict or deny GA parking, and others limit or refuse certain GA activity.[91]

In addition to this de facto loss of facilities, the number of aerodromes in the UK has been in decline over the last 50 years, as a result of increasing urbanisation and the rationalisation of WWII airfields. Alternative and more profitable uses for land can also lead to existing aerodromes being threatened with closure, for example North Weald, or actually being closed, as happened to Ipswich Airport.[92][93] Referring to the importance of a "functioning national network of GA airfields", especially where GA performs an air transport role, the CAA states that "there could be cause for concern if a significant further loss of airfields were to continue, especially if crucial nodes on the transport network were to be lost."[94]

Planning system

The planning system is critical to the viability and operation of GA aerodromes.[95] With many cities lacking scheduled air transport services between them, and with GA access to commercial airports becoming increasingly difficult and expensive, a viable network of aerodromes supporting GA air transport operations is regarded as an important national issue.[96] However, there is no unified national planning policy specific to GA aerodromes, and planning decisions relating to these are based on local issues that are not required to consider the national impact.[97] Because aircraft are excluded from noise control legislation, the only recourse for people affected by aircraft noise is through the planning process, and this issue is the principal factor on which the majority of planning decisions relating to GA land use are made.[98][99] GA is a specialist subject often unfamiliar to Local Planning Authorities, and most planning decisions relating to GA either refuse permission, or grant it with restrictive conditions.[100][101] Little Gransden is just one example of a GA airfield required to comply with planning restrictions on the number of movements permitted, thereby inhibiting further development.[102] Such restrictions, if poorly conceived, can make GA operations unviable or even unsafe.[103]

Criticism

Public opinion towards aviation generally is hardening, based on increasing environmental concerns relating to emissions and noise, and private flying has been criticised by respondents to a government consultation on aircraft noise as a frivolous or selfish activity.[104][105] In terms of environmental complaints and enquiries made to the CAA that relate specifically to GA, noise is "by far" the most common subject.[106] Half of the 2,000 noise complaints made annually to the CAA concern GA operations, and aerobatics, helicopters using private sites, air balloon incidents, parachute dropping, and alleged low flying generate the most.[107]

References

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  19. ^ "General Aviation Small Aerodrome Research Study - The National Pilot Survey" (PDF). The Bartlett School, University College London. 2004-08. pp. p. 11. Retrieved 2008-06-14. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  20. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 3, para. 1.15. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  21. ^ "General Aviation Small Aerodrome Research Study - The National Pilot Survey" (PDF). The Bartlett School, University College London. 2004-08. pp. p. 14. Retrieved 2008-06-14. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  22. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 7, para. 1.35 & p. 5, para. 1.29. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  23. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 8, para. 1.36. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  24. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 5, para. 1.24 and footnote. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  25. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 6, para. 1.30. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  26. ^ "Why General Aviation?" (PDF). General Aviation Awareness Council. pp. p. 6. Retrieved 2008-06-06. {{cite web}}: |pages= has extra text (help)
  27. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. Overview of the Strategic Review, p. iii, paras. 14–15. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  28. ^ "Who are we ? What do we do?". Royal Aero Club. Retrieved 2008-06-16.
  29. ^ "About us". Royal Aero Club Records, Racing and Rally Association. Retrieved 2008-06-16. This body is also responsible for oversight of British and world aviation records set by UK based pilots, companies or aircraft, and of formal air rallies with competitions that require oversight to FAI rules.
  30. ^ "Handicapped Air Racing". Royal Aero Club Records, Racing and Rally Association. Retrieved 2008-06-16.
  31. ^ "Lets Go Racing! - 2008 Season Dates". Royal Aero Club Records, Racing and Rally Association. Retrieved 2008-06-16.
  32. ^ "About us". Royal Aero Club Records, Racing and Rally Association. Retrieved 2008-06-16.
  33. ^ "Glider Racing". British Gliding Team. Retrieved 2008-06-17.
  34. ^ "British Gliding Team website". British Gliding Team. Retrieved 2008-06-06.
  35. ^ "British Aerobatic Association website home page". British Aerobatic Association. Retrieved 2008-06-16.
  36. ^ "Contest Information Booklet for 2008" (PDF). British Aerobatic Association. 2008. pp. pp. 5–6. Retrieved 2008-06-16. {{cite web}}: |pages= has extra text (help)
  37. ^ "BAeA Champions and Trophy holders in 2006". British Aerobatic Association. Retrieved 2008-06-16.
  38. ^ "Contest Information Booklet for 2008" (PDF). British Aerobatic Association. 2008. pp. p. 6. Retrieved 2008-06-16. {{cite web}}: |pages= has extra text (help)
  39. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. Overview of the Strategic Review, pp. iii–iv, paras. 17, 19 & 20. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  40. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. Overview of the Strategic Review, p. v, para. 24. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  41. ^ "Press Information". British Gliding Association. Retrieved 2008-06-16.
  42. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 2, p. 22, para. 2.37. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  43. ^ "Pooleys 2008 United Kingdom Flight Guide". Pooleys Flight Equipment Ltd. 2008-01-01. Retrieved 2008-06-09.
  44. ^ "UK VFR Flight Guide 2008". Airplan Flight Equipment Ltd. 2008. Retrieved 2008-06-09.
  45. ^ "Farm 'Strips' and Private Airfields Flight Guide". Seaton Sands Limited (Aviation Division). 2008. Retrieved 2008-06-09.
  46. ^ a b "General Aviation Small Aerodrome Research Study - A review, for the GASR team, of the GASAR papers and conclusions reached" (PDF). The Bartlett School, University College London. 2006-03. pp. p. 6. Retrieved 2008-06-14. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  47. ^ "General Aviation Small Aerodrome Research Study - An estimate of the annual direct socio-economic contribution of GA to the UK economy" (PDF). The Bartlett School, University College London. 2006-03-25. pp. pp. 18–19. Retrieved 2008-06-03. {{cite web}}: |pages= has extra text (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  48. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, pp. 7–8, paras. 1.34–1.36. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  49. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, pp. 9 & 13–14, paras. 1.37 & 1.46–1.48. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  50. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, pp. 10–12, paras. 1.40–1.45. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  51. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, pp. 9–10, paras. 1.38–1.39. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  52. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. Overview of the Strategic Review, pp. vi–vii, paras. 30–31. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  53. ^ "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 5, pp. 5–6, para. 3.6. Retrieved 2008-06-21.
  54. ^ "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 5, pp. 4–12, section 3. Retrieved 2008-06-21.
  55. ^ "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 4, pp. 9–10, paras. 3.5–3.6. Retrieved 2008-06-21.
  56. ^ "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 5, pp. 13–17, section 4. Retrieved 2008-06-21.
  57. ^ "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 4, pp. 16–17, paras. 4.6–4.7. Retrieved 2008-06-21.
  58. ^ a b c d e "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 5, pp. 18–23, section 5. Retrieved 2008-06-21.
  59. ^ "CAP 763 Aviation Safety Review 2005" (PDF). CAA. 2006-08-08. pp. ch. 4, p. 26, paras. 5.2–5.3. Retrieved 2008-06-21.
  60. ^ "SRG Safety Plan 2008 Update" (PDF). CAA. 2008-06. pp. p. 49. Retrieved 2008-06-22. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help)
  61. ^ "Grace Spitfire ML 407 - Official Website". Retrieved 2008-06-15.
  62. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 4, p. 36, para. 4.7. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  63. ^ "Regulatory Review of General Aviation in the United Kingdom" (PDF). CAA. 2006-07-06. pp. p. 4–2. Retrieved 2008-06-03. {{cite web}}: |pages= has extra text (help)
  64. ^ "Regulatory Review of General Aviation in the United Kingdom" (PDF). CAA. 2006-07-06. pp. pp. 4–1 to 4–2, para. 4.2. Retrieved 2008-06-03. {{cite web}}: |pages= has extra text (help)
  65. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 5, pp. 52–53, paras. 5.18–5.24. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  66. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 1, para. 1.4. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  67. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, pp. 2–3, paras. 1.6–1.10. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  68. ^ a b "Licensing, Administration and Standardisation; Operating Requirements and Safety (LASORS) - Section C Private Pilot Licence" (PDF). CAA. 2008. pp. p. 20. Retrieved 2008-06-12. {{cite web}}: |pages= has extra text (help)
  69. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, p. 3, paras. 1.11–1.13. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  70. ^ "CAP 733 Permit to Fly Aircraft" (PDF). CAA. 2004-06-28. pp. ch. 1, pp. 1–2. Retrieved 2008-06-11.
  71. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 1, pp. 2–3, paras. 1.7–1.9. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  72. ^ a b "Licensing, Administration and Standardisation; Operating Requirements and Safety (LASORS) - Section A General Information" (PDF). CAA. 2008. pp. p. 4. Retrieved 2008-06-12. {{cite web}}: |pages= has extra text (help)
  73. ^ "Licensing, Administration and Standardisation; Operating Requirements and Safety (LASORS) - Section C Private Pilot Licence" (PDF). CAA. 2008. pp. p. 1. Retrieved 2008-06-12. {{cite web}}: |pages= has extra text (help)
  74. ^ "The National Private Pilot's Licence (NPPL)". Aircraft Owners and Pilots Association UK. Retrieved 2008-06-13.
  75. ^ "Future Licensing". British Gliding Association. Retrieved 2008-06-13.
  76. ^ "Pilot Licensing Introduction". British Gliding Association. Retrieved 2008-06-13.
  77. ^ "The Badge System". British Gliding Association. Retrieved 2008-06-13.
  78. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, pp. 29–30, paras. 3.36 & 3.45. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  79. ^ "General Aviation Small Aerodrome Research Study - Aerodrome Categorisation Using Secondary Aerodrome Data" (PDF). The Bartlett School, University College London. 2004-09. pp. pp. 2–3. Retrieved 2008-06-06. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help) Of the 687 aerodromes, 113 were used for glider, microlight, balloon and parascending operations which were nowhere described in detail, and could not therefore be included in the classification analysis, and 200 sites were identified as helipads; a distinct category without further need for classification analysis according to the requirements of the study, leaving 374 which were included in the classification analysis.
  80. ^ "General Aviation Small Aerodrome Research Study - Aerodrome Categorisation Using Secondary Aerodrome Data" (PDF). The Bartlett School, University College London. 2004-09. pp. pp. 5–6. Retrieved 2008-06-06. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  81. ^ "General Aviation Small Aerodrome Research Study - Aerodrome Categorisation Using Secondary Aerodrome Data" (PDF). The Bartlett School, University College London. 2004-09. pp. pp. 6–8. Retrieved 2008-06-06. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  82. ^ "General Aviation Small Aerodrome Research Study - Aerodrome Categorisation Using Secondary Aerodrome Data" (PDF). The Bartlett School, University College London. 2004-09. pp. pp. 8–10. Retrieved 2008-06-06. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  83. ^ "CAP 168 Licensing of Aerodromes" (PDF). CAA. 2007-02-27. pp. p. 1, para. 2. Retrieved 2008-06-12. {{cite web}}: |pages= has extra text (help)
  84. ^ "CAP 168 Licensing of Aerodromes" (PDF). CAA. 2007-02-27. pp. ch. 1, p. 6, para. 5.1. Retrieved 2008-06-12.
  85. ^ "General Aviation Small Aerodrome Research Study - Aerodrome Categorisation Using Secondary Aerodrome Data" (PDF). The Bartlett School, University College London. 2004-09. pp. pp. 5–10. Retrieved 2008-06-06. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help); Unknown parameter |Author= ignored (|author= suggested) (help)
  86. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  87. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, p. 23, para. 3.7. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  88. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, p. 24, para. 3.9. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  89. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, p. 26, para. 3.22. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  90. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, pp. 24–25, paras. 3.13–3.16. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  91. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, pp. 29–30, paras. 3.13–3.16. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  92. ^ "Campaign to Save North Weald Airfield". North Weald Airfield Users Group. Retrieved 2008-06-18. North Weald is waiting on a decision concerning closure and re-development for residential purposes.
  93. ^ "Ipswich Airport History". Ipswich Airport Association. Retrieved 2008-06-18. Ipswich Airport was closed in 1996 and the land turned over to residential re-development.
  94. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, p. 33, para. 3.59 and p. 28, paras. 3.33 & 3.35. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help) 'Crucial nodes' are aerodromes for which "...there are no nearby alternatives...", and the loss of which "...may have a greater effect nationally, or in terms of regional economic development, than would be considered if only assessing the local effect."
  95. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, p. 32, para. 3.49. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  96. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 2, pp. 18–19, paras. 2.25–2.27. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  97. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, pp. 33–34, paras. 3.58–3.61. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  98. ^ "Noise Considerations at General Aviation (GA) Aerodromes" (PDF). CAA. 2008-02-27. pp. ch. 3, pp. 1–2, para. 3.2. Retrieved 2008-06-21.
  99. ^ "A review of the application of Planning Policy Guidance Note PPG 24 to General Aviation airfields, with proposals for improved guidance" (PDF). General Aviation Awareness Council. 2002-12. pp. ch. 1, p. 2, para. 1.1. Retrieved 2008-06-21. {{cite web}}: Check date values in: |date= (help)
  100. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. Appendix 6, p. 146, paras. 28–29. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  101. ^ "A review of the application of Planning Policy Guidance Note PPG 24 to General Aviation airfields, with proposals for improved guidance" (PDF). General Aviation Awareness Council. 2002-12. pp. ch. 1, p. 2, paras. 1.2–1.4. Retrieved 2008-06-21. {{cite web}}: Check date values in: |date= (help)
  102. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 2, p. 19. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  103. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 3, p. 33, paras. 3.56–3.57. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  104. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. Overview of the Strategic Review, p. iii, para. 15. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
  105. ^ "Control of Noise from Civil Aircraft The Government's conclusions". Department for Transport. 2003-12. pp. p. 6. Retrieved 2008-06-23. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help)
  106. ^ "Noise Considerations at General Aviation (GA) Aerodromes" (PDF). CAA. 2006-07. pp. p. 1, para. 1.1. Retrieved 2008-06-23. {{cite web}}: |pages= has extra text (help); Check date values in: |date= (help)
  107. ^ "Strategic Review of General Aviation in the UK" (PDF). CAA. 2006-07. pp. ch. 2, p. 21, paras. 2.31–2.34. Retrieved 2008-06-04. {{cite web}}: Check date values in: |date= (help)
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