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RAFFCA Code of Good Practice V2.0 Feb 2017

ROYAL AIR FORCE FLYING CLUBS ASSOCIATION CODE OF GOOD PRACTICE

FOR SERVICE FLYING CLUBS

1 RAFFCA Code of Good Practice V2.0 Feb 2017

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USE OF THIS MANUAL This Manual lays down the operating standards and practices which should be considered within the RAFFCA Clubs. These are in addition to the regulatory requirements of the CAA and, in part, those of the MAA for operating from a Government Aerodrome. MANUAL OWNERSHIP This Manual is owned and maintained by the RAFFCA Aviation Safety and Operations Member who will be responsible for making periodic changes as required by the RAFFCA Exec. MANUAL AMENDMENTS Proposals for amendment to this Code of Good Practice are to be submitted directly to the RAFFCA Aviation Safety and Operations Member. Amendments are to be endorsed by the RAFFCA Executive Committee.

CONTENTS 1. Introduction 2. Responsibility and Duty of Care 3. Supervision and Currency 4. Provision of Facilities

4a Rescue and Fire Fighting (RFF) 4b Radio Communications 4c Flight Planning 4d Refuelling

5. RAFFCASMS, Mandatory Reporting Requirements and Flight Safety 6. Administration and Documentation 7. Matrix of Deviation from MAA Regs. 8. Useful references and links for RAFFCA Clubs


1. INTRODUCTION

It is the policy of the Air Force Board to give as much practical encouragement as possible to Flying Clubs at RAF stations. The objective of such clubs, by providing instruction and flying in light aircraft at the lowest possible cost, is to encourage air-mindedness and good airmanship at all rank levels, trades and branches.. The RAF Flying Clubs’ Association (RAFFCA) is the governing body for the Service Flying Clubs in the UK providing direction and guidance as required; this Code of Good Practice provides such guidance. The RAFFCA also guides the formation, location and conduct of new Clubs. Clubs abroad are the responsibility of the Joint Forces Command although they are advised to seek affiliation to the RAFFCA. This Code of Good Practice sets out the conditions under which Clubs should be operated utilising ‘best practice’ from both the regulation of the Military Aviation Authority (MAA) and the Civil Aviation Authority (CAA) – whichever is more restrictive. Club Members are reminded that the use of Government Aerodromes is a privilege that is underwritten by the use of this Code of Good Practice; deviation from its content is not recommended without consulting the RAFFCA Exec and the local Head of Establishment or Aerodrome Operator. Club flying is essentially an off-duty recreational and sporting activity and as such will be most in demand during those periods when normal military operations are minimized or suspended ie. outside of published airfield operating hours, at weekends and during public holidays. The following guiding principles from the MAA and Queen’s Regulations should be used:

The Commanding Officer or Head of Establishment responsible for the safe operation of an airfield should consider all requests for third-party flying facilities sympathetically, taking account of the interests of existing tenants and licensees and any likely effect on local amenities. (MAA RA 2415(1)). All recreational flying on Service establishments shall be approved by the Commanding Officer or Head of Establishment. All flying clubs on Service establishments shall be under the control of a Chief Flying Instructor. (MAA RA 2415(3)). QRJ 431 “A sports committee is to be formed on every station under the chairmanship of, wherever possible, a senior officer. The committee is to be responsible for the organization of all sport on the station and should aim at encouraging the maximum number of personnel to participate, and raise the standard of representative teams at all levels. The CO is to appoint an individual, normally an officer or NCO, to be in charge of each game or sport. The OIC is to be responsible for the detailed administrative arrangements for coaching, training, and the organisation of competitions”. This is important as the CFI is responsible for the safe operation of the aircraft and the OIC carries more overarching responsibilities.

When considering Flying Club operations the CAA regulations under which civilian registered aircraft are operated should be taken as the base standard; however, if MAA regulations are more restrictive then these should be used, where appropriate and proportional, whilst operating at a Government Aerodrome. The guiding principle when formulating local rules should be to allow Flying Clubs the maximum freedom to operate in fulfilling their objectives safely under Air Force Board policy.


2. RESPONSIBILITY AND DUTY OF CARE Overall responsibility for safety, health and environmental (SHE) protection within the MOD is vested in the Secretary of State for Defence (SofS) who outlines the MOD’s SHE responsibilities. The Defence Safety Authority (DSA) provides direction, sets objectives, monitors, investigates and reviews performance and provides assurance to the SofS on delivery of SHE. The DSA is informed by the MAA Executive Board (MEB) on Aviation Safety matters. Furthermore, the Assistant Chief of the Air Staff sits on the Board of the CAA and forms a vital link into higher level safety policy. The MAA directs safety policy down through Air Command to the various Air Officers Commanding (AOCs). AOC 22(Trg) Gp has direct responsibility for RAF sports that includes RAFFCA activities. Individual Stn Cdrs or Heads of Establishment (HoE) have the responsibility to ensure that your flying club’s activity is safe under ‘Duty of Care’, however, RAFFCA Flying Clubs operate under the regulation of the CAA with any MAA regulation applied deemed fit by the Stn Cdr/HoE. The Regulations contained within MAA Regulatory Publications do not absolve any person from using their best judgement to ensure the safety of aircraft and personnel. A matrix of deviation for MAA regulation is at Ch 7 of this document. It is an employer's duty to protect the health, safety and welfare of their employees and other people who might be affected by their business. Employers must do whatever is reasonably practicable to achieve this. This means making sure that workers and others are protected from anything that may cause harm, effectively controlling any risks to injury or health that could arise in the workplace. Employers have duties under health and safety law to assess risks in the workplace. Risk assessments should be carried out that address all risks that might cause harm in the workplace. Accidents to MOD service personnel whilst on duty in Great Britain are not reportable under the Reporting of Injuries Diseases and Dangerous Occurrences Regulations (RIDDOR), but accidents to civilians taking part in MoD sponsored flying, and accidents involving other persons who may be affected (e.g. third parties injured by an aircraft) are reportable. However, it has been agreed with HSE that MOD will voluntarily report work related fatalities and serious incidents to service personnel. The HSE MOD General Agreement (Annex A) states that:

“Under RIDDOR non-Service personnel, ‘off duty’ Service personnel and RIDDOR defined dangerous occurrences and injuries are reportable to the HSE Incident Contact Centre (ICC). Although injuries and diseases to Service personnel on duty in Great Britain (GB) are not reportable under RIDDOR; it is MOD policy that all work related deaths and major injuries, resulting from serious health and safety management failings will be reported voluntarily to the HSE as if it was RIDDOR reportable. The relevant TLB CESO will aim to update HSE’s Public Services Sector (MOD lead) as appropriate.”

The Air Command CESO would need to be informed of any major injury or death. Links exist between the civil Air Accident Investigation Branch (AAIB) and the Military AAIB (MAAIB). Any accident on a Government Aerodrome will have MAAIB involvement; however, if it involves a civil registered aircraft then the AAIB will lead. Chairmen and their Club Executives should make themselves aware of the content of JSP375 MOD Health & Safety Handbook and DSA01 Defence Policy for Health, Safety and Environment in conjunction with civilian Health & Safety Executive (HSE) guidance.


RISK HOLDING Clubs are advised to create a Governance wiring diagram to understand their individual regulatory chain. However, the following basis should help generate an understanding of where the risks are held and by whom:

CAA/EASA – Main Authorities. Owners of the risk of operating civil registered aircraft in UK/International airspace. Pilot in Command – Holds the majority of the risk for the safety of the flight and will be legally accountable if they fail to ensure the aircraft is airworthy, the planned journey was safe to fly, the passengers were adequately cared for and that they hold the correct competences to complete the planned flight. Chief of Air Staff – Senior Duty Holder (SDH) for RAF Sports. AOC 22(Trg) Gp – Operating Duty Holder (ODH) for RAF Sports. Head of Establishment/Stn Cdr – Functional safety Delivery Duty Holder (DDH) for HSE, DDH for local reputational risk,’ DH-facing for providing a safe airfield and operating environment. RAFFCA Chairman – ‘Responsible Person’ (at DDH level) for RAF flying club ‘reputational risk’. DH-facing by ensuring that RAF flying clubs meet their obligations to the various Authorities. OIC of RAFFCA Club – Accountable for ensuring that all military and civilian law and regulation is followed. Aided by the CFI, or a suitably qualified and experienced person (SQEP), to ensure that all regulation is followed.


3. SUPERVISION AND CURRENCY Safe supervision is a must for all RAFFCA flying activity. No flying should take place without adequate supervision whilst operating from Government Aerodromes. As a minimum, either Air Traffic Control, Stn Operations, Stn Fire Section or a responsible club individual should be notified and remain on duty during the duration of flying. It is important to note that if a responsible club individual is used, and Air Traffic/Fire/Rescue cover is not available, then they may need to be trained to cover Immediate Emergency Response (IER) Category ‘Special’ and an Air Ground Radio Service during the period of operation. These will be covered in depth later. DUTY PILOT A responsible Club individual used for flying supervision should either be qualified service aircrew, a qualified service air traffic controller, a qualified service fighter controller, service flight ops personnel or a PPL holder are ideal. However, OICs may wish to train personnel for the task who may have lapsed qualifications or have shown early promise as a flying supervisor. Orders should be in the Club Flying Order Book (FOB) detailing the actions of the responsible Club individual and referred to in the Stn FOB. Overdue action is to be taken on an aircraft at twilight, or, if there is good cause to believe that the aircraft is missing. Overdue action specific to each club is to be immediately available to the flying supervisor. AUTHORISATION The Club should ensure a robust authorisation process is in place. Military best practice should help and MAA Regulatory Article (RA) 2306 gives some good guidance: https://www.gov.uk/government/publications/regulatory-article-ra-2306-authorisation-of-flights . Club OICs and CFIs should consider powers of authorisation for Club aircraft carefully – remembering that hours PIC may not be the only way of demonstrating suitability to authorise flying. There are some high-hours pilots that could be unsuitable for the responsibility of authorisation; especially self authorisation! CURRENCY Save for the CAA/EASA mandated rating renewals and the ‘3 take offs and landings in 90 days to carry passengers’ requirements, Clubs should instigate a currency period. An example of Club currency requirements might be as follows:

a. For Pilots with >50hrs PIC then 90 days. b. For Pilots with <50hrs PIC then 42 days. c. Biennial flight checks with a Club Instructor or Examiner.

Clubs may wish to adapt these, but they are advised not to have a currency period of longer than 90 days without a Club check with an instructor. Other currencies, such as IFR or Night, may be required with similar requirements. WEATHER LIMITS Furthermore, Clubs should consider setting sensible weather limits that may well be more restrictive than the Club Members’ licence privileges. For example, if there are no precision approaches at the Club’s airfield then they may seek to have a 5km and 1000ft cloudbase limit (depending on the Class of airspace they operate from). Or Club’s may apply different wind-speed limits depending on experience on type.

https://www.gov.uk/government/publications/regulatory-article-ra-2306-authorisation-of-flights


FITNESS TO FLY All licensed pilots and solo student pilots must be in possession of a valid medical certificate or declaration of health as required by their particular license. It is the pilot’s responsibility to ensure that the certificate/declaration is current and pilots should only fly when in good health. Pilots should be aware of the side effects of some medication on their ability to operate the aircraft. The current regulations concerning alcohol and flying impose a limit that is one quarter of the allowed limit for driving a car in the UK. The prescribed limits when acting as a pilot of an aircraft during flight as contained in the Railways and Transport Safety Act 2003 are:

In the case of breath: 9 micrograms of alcohol in 100 millilitres. In the case of blood: 20 milligrams of alcohol in 100 millilitres. In the case of urine: 27 milligrams of alcohol in 100 millilitres.

Ever since the introduction of the breathalyser in 1967, official sources have been extremely unwilling to publish any figures on the amount of alcohol you need to consume to take you over the 80 mg legal limit for driving. The reason for this is that they feel it will encourage drivers to "drink up to the limit". But, in reality, nobody can do that, because of the extremely unpredictable rate at which alcohol is absorbed by the body. Either you play safe, and stay well below it, or you try to drink up to the limit, and run a serious risk of exceeding it –which could result at worst in your death, or at best a large fine or custodial sentence. YOU MAY CHOOSE TO USE THESE COMMONLY USED GUIDELINES:

Immediately before flying: Whilst individuals will vary, it is strongly suggested that no pilot of an aircraft should fly in an aircraft within ten hours of consuming any amount of alcohol. When drinking the night before flying: Men should consume no more than 6 units, women no more than 4 units. (This assumes that no alcohol is consumed after 11.30 pm, and that flying does not take place before 09:30 am the following morning).

This applies to people of average weight (around 12-13 stone for men, 9-10 stone for women). If you are particularly small, these figures should be reduced accordingly. But if you are particularly big, it is no guarantee that they can be increased. The figures are lower for women not only because they are usually lighter than men, but also because their metabolism is different. The average person loses about 10-15mg of alcohol per hour from their blood. If you drink more than this, it is likely that you will exceed 20 mg in your blood, as the rate of absorption of alcohol is so unpredictable. But even with one unit more you will be running a tangible risk. The above figures are the maximum you can consume without any significant risk of exceeding the legal limit, and also without resulting in any significant increase in accident risk. Alcohol is measured in "units" of 10ml of alcohol. This is the amount of alcohol contained in half-pint of beer of 3.5% ABV, a single 25ml pub measure of spirits, or a small 125ml glass of light table wine. If you feel this is all a bit complicated, then don't drink anything. THIS INFORMATION HAS BEEN GIVEN IN GOOD FAITH BUT ULTIMATELY IT IS YOUR CHOICE AS TO WHAT AMOUNT YOU CHOOSE TO DRINK.


Further fatigue can have a significant effect on your flying abilities and airmanship decisions. Clubs should consider having fatigue management rules within their FOB. Local Club supervision is key to success. Here are some common facts about fatigue:

• Sleep is a vital Physiological function. • Sleep loss is cumulative • Fatigue can degrade every aspect of human performance • After being awake for 18 hrs your response times are similar to a driver over the limit • Research has shown we all need approx 8 hrs sleep • Ability to sleep reduces with age • Average 2 hrs Sleep loss = 17% decrease in performance • Average 4 hrs Sleep loss = 43% decrease in performance • It is very difficult to assess your own fatigue level and alertness


4. PROVISION OF FACILITIES 4a RESCUE AND FIRE FIGHTING (RFF) Stn Cdrs, in conjunction with Flying Club chairmen, are to ensure that the required crash/rescue facilities are available when RAF Flying Club activities are taking place. This is underwritten by the Defence Fire Risk Management Organisation (DFRMO) and JSP426. The guidance given by the CAA for airfields where flying training is conducted should also be followed that mirrors JSP426. On stations where ‘domestic cover’ MOD crash/rescue facilities are available out of normal operating hours, these facilities exceed those stipulated by the CAA and are deemed adequate for RAF Flying Club operations. Stn Cdrs should ensure that available ‘domestic cover’ is not denied to Flying Clubs. Furthermore, pilots operating out of hours must inform the duty fire watch of their intentions prior to flying. Clubs must provide the ‘domestic cover’ Fire Section with a radio on the locally used frequency. Where Clubs operate on MOD stations without MOD crash/rescue facilities or operate on military flying stations outside normal airfield operating hours where ‘domestic cover’ facilities are not available, the following criteria is to be applied for all flying operations involving flying training or private Further guidance can be found in CAP 168 Chapter 8 Appendix 8c for licensed airfields – Initial Emergency Response (IER) Category ‘Special’. For unlicensed airfields advice is contained within CAP 793 Chapter 8. Furthermore, specific guidance exists within JSP426 Vol 3 Leaflet 2:

3.10.3 Flying, Gliding and Parachute Clubs are recreational activities involving service/civilian personnel with various levels of experience. These clubs may operate at MOD Aerodromes (RA 2415 refers). Flying, Gliding and Parachute activities must be risk assessed, to ascertain the required ARFF services to be provided to cover the association’s activities. The risk assessment must be recorded and the decision on the appropriate level of ARFF cover documented in the DAM. SQEP advice should be sought from DFRMO to assist with informing the risk assessment (CAP 168 Chapter 8 Appendix 8C provides additional guidance). 3.10.4 Where the required level of ARFF services is that of Category Special then Initial Emergency Responders (IER) may be used as an alternative to professional firefighters. IER shall be suitably equipped and trained to provide an immediate response during flying operations. IER personnel must receive training prior to initial participation and annually thereafter. All training must be approved by the DFRMO SQEP.

CAP 168 Ch 8 App 8c states that competency in the following areas by RFF Category Special is required:

1 the aerodrome emergency procedures; 2 the aerodrome topography; 3 achieving a response as expediently as possible; 4 application of the necessary procedures to deal with the types of emergencies

appropriate to the operation, hazards and risks; 5 the selection, use, and maintenance of equipment; 6 the application of the extinguishing agents; 7 Initial Emergency Medical Aid (IEMA) and casualty handling.

The following is required for Category Special in accordance with CAA’s CAP 168:

a. A vehicle suitably modified to act as a fire vehicle and carrying or towing a trailer equipped with one 90 Litre Aqueous Film-Forming Foam (AFFF) fire extinguisher and 2x 9Kg dry powder (Ref No 4210-99-252-0339) In addition, a 5Kg C02 (Ref No 4210-99-814-3141 or 5210-99030-1576) may prove useful for carburettor fires but is not mandatory.


b. A fireman’s axe (Ref No 4210-09-9104485) should also be carried along with gloves

and other Personal Protective Equipment (PPE). Flying suits or other woollen/cotton garments and stout leather boots should be seen as minimum PPE, otherwise you may be able to order part-worn Firefighters’ PPE from Service sources (in order of preference):

i. Gloves, Leather Firefighters (Ref No 8415-99-464-7245 (small) sequentially to

8415-99-464-7248 (x-large). ii. Helmet, Fire Service (Ref No 8415-99-869-5389 (standard) and 8415-99-869-

5390 (large). iii. Coat, Firefighters (Ref No 8415-99-899-0326 (small), 8415-99-899-0330

(medium), 8415-99-899-0333 (large) and 8415-99-899-0336 (x-large). iv. Trousers, Firefighters (Ref No 8415-99-899-0339 (small), 8415-99-899-0343

(medium), 8415-99-899-0346 (large) and 8415-99-899-0349 (x-large).

c. Provision on the aerodrome of two first-aid kits, general purpose, RAF pattern (JSP 324, Ref No 6545-99-211-0675) or equivalent, for use by first aiders or appointed persons;

d. A sufficient number of personnel, present while Club flying is in progress and who

have been trained to operate the equipment specified above in order to deal with an emergency involving a Flying Club aircraft.

Further guidance on standing up Category Special can be given by the RAFFCA Aviation Safety and Operations Member. A competent person must be used to teach fire appliance use, first aid and also any spill/pollution prevention training. Instruction showing the means of summoning the nearest military and/or civilian specialist fire and medical assistance in the event of an emergency are, additionally, to be displayed prominently in all Flying Club buildings including associated hangars. Finally, all clubs should have a very basic Post Crash Management checklist within their orders for that worst day. These orders should include:

- A cascade plan of telephone numbers to start informing club’s management. - Documents and information to be impounded for the investigation. - Advice on what to say if approached/called by the media. - Requirement to read the Stn Emergency Response Plan (or similar) on an annual basis

(with a signature saying they have read and understood it). - A set of useful telephone numbers.

The MAA publish a very useful Post Crash Management Aide Memoire that Clubs may find useful: https://www.gov.uk/government/publications/aircraft-post-crash-management-apcm-aide-memoire 4b RADIO COMMUNICATIONS When Air Traffic Control is closed and the ATZ is still established, the minimum service to comply with Rule 45 of the Rules of the Air is an Air Ground Communications Service (AGCS). This can either be achieved by a Radio Operator holding the CAA’s Radio Operators Certificate of Competence (ROCC) or the Central Gliding School’s Military Air Ground Radio Operators Certificate of Competence (MAGROCC). Clubs wishing to operate an AGCS must get the permission of the SATCO,

https://www.gov.uk/government/publications/aircraft-post-crash-management-apcm-aide-memoire

https://www.gov.uk/government/publications/aircraft-post-crash-management-apcm-aide-memoire


Airfield Supervisor or the Aerodrome Operator. Clubs using a “Base” callsign must not speak to other aircraft outside of the Club on the frequency. Further details can be found in CAP452. Under no circumstances must a Flight Radio Telegraphy Operators Licence (FRTOL) be used instead of a ROCC or MAGROCC. There is a CAA qualified ROCC instructor and examiner at RAF Halton Aero Club and also the MAGROCC is delivered at RAF Syerston by Central Gliding School staff. Alternatively the CAA publish a list of qualified individuals here: http://www.caa.co.uk/default.aspx?catid=2026&pageid=13358. Prices do vary and so it is worthwhile to shop around. The ROCC is non-expiring. If you hold the following aeronautical qualifications you may apply directly to the CAA for a ROCC for the provision of an AGCS without having to take the written and practical radiotelephony examinations:

a. UK CAA Air Traffic Controller’s Licence with a current Unit Licence Endorsement

b. UK CAA Flight Information Service Officer’s Licence with a current validation at an aerodrome or area control centre.

c. ATC Certificate of Competence issued to a member of HM Forces with a current unit

validation.

A Medical Certificate is not required to be held by a person acting as an AGCS Radio operator. 4c FLIGHT PLANNING All flying clubs are conducted under the auspices of JSP360. Therefore, there should be no charges for landing, parking, hangarage (if available), navigation services and general ground handling support as long as this does not affect operational output of the station or attract extra costs to public funds. Therefore, flying stations should be able to provide some support for flight planning and meteorological information but clubs should endeavour to provide their own within the clubhouse facilities. As a minimum, clubs should provide access to:

a. Current NOTAMs.

b. Current and forecast weather. c. Runway in use and local QFE/QNH.

Clubs should also speak to the RAFFCA treasurer for a SkyDemon account and also potentially help with the purchase of up to IT equipment. Clubs will need to pay for their own broad-band internet connection, remembering that using Service IT is forbidden for non-public activity. Service personnel should be able to get a MILFLIP account from No1 AIDU free of charge; this allows them to view all AIDU products online. Also the Met Office will issue a MOMIDS 3G account to Service personnel that allows access to the latest TAFS, METARS and military 24hr cross-section forecast around the UK. Finally, JSP323 Annex K provides guidance on mapping provision from Servcie sources for Adventurous Training (AT) and Service-funded ‘Staff Rides’. 4c REFUELLING

http://www.caa.co.uk/default.aspx?catid=2026&pageid=13358


Refuelling can be one of the riskiest ground operations and needs to be strictly controlled. Guidance from the Station’s Fuel and Lubrication Manager (FLM) should be sought to help clubs develop local procedures. For clubs operating their own refuelling facilities then any fixed and mobile refuelling equipment will need an annual Fuel Safety Assurance Assessment (FSAA) by Defence Safety and Environment Authority (DSEA) staff who will need to ensure that the equipment is safe to operate and meets the Dangerous Substances and Explosive Atmospheres Regulations 2002 (DSEAR). These require employers to control the risks to safety from fire and explosions and forms part of the Defence Fuels inspection. Furthermore, they will check compliance to JSP309 MOD Fuel & Gases, Environment and Safety Management and JSP317 Joint Service Safety Regulations for the Storage & Handling of Fuels & Lubricants. There is no doubt about it, the storage of fuels for a flying club is a significant risk for the Stn Cdr or Head of Establishment. Therefore it is imperative that the rules are followed to the letter. All personnel that are refuelling aircraft must be trained to do so, with a record of the training that must be held by the club and all done from fully licenced facility. For those using mobile bowsers, then they also have to comply with JSP800 Vol4b Dangerous Goods by Road, Rail and Sea and civilian publications such as SI2009 No1348 and ADTP12. The best advice is to ensure you get professional, qualified, advice before embark on fuel storage and dispensing at your Club.


5. RAFFCASMS, MANDATORY REPORTING REQUIREMENTS AND FLIGHT SAFETY Aviation safety has come a long way since the early days. Whilst modern aircraft and aircraft systems are extremely reliable, there remains a need for all aviators and aviation organisations to create and maintain an active culture of safety in every facet of their operations. This includes the operations and members of the Service flying clubs overseen by the Royal Air Force Flying Clubs’ Association (RAFFCA). Furthermore, those that are to become European Aviation Safety Authority (EASA) Approved Training Organisations (ATOs) then demonstrating a sound SMS is key to that approval. The RAFFCA Safety Management System (RAFFCASMS – pronounced as “raff-chasms”) has been designed to help construct a SMS that is compliant for a UK Civil Aviation Authority (CAA) issued EASA ATO. Furthermore it is designed to be complimentary to the ATO Manual to allow a smooth transition. For all RAFFCA activity the RAFFCASMS is designed to promote and maintain a positive safety culture in all areas of RAFFCA operations as a method of assuring the RAFFCA executive committee that the Club operates within agreed safety goals and targets. A copy of RAFFCASMS is available on the RAFFCA website on the ‘safety’ site. The latest version as of 1 Jan 17 is RAFFCA V6.0. Adoption of RAFFCASMS by all RAFFCA Clubs is mandatory. REPORTING The EASA/CAA administered Mandatory Occurrence Reporting System (MORS - CAA SRG 1601 or, when issued, the ATO-OPS-001 which will take primacy) and civil AIRPROX systems always takes primacy for EASA/CAA registered aircraft on MOD property. Since 2015 there has been an option on ASIMS to file a DASOR that will info the CAA MORS – speak to your SFSO about this option. However, there may be a requirement to dual report any accident/incident on a Defence Aviation Safety Occurrence Report (DASOR) via the MAA’s ASIMS – RAFFCASMS gives more guidance on this. The following is a quick guide on reporting responsibilities:

IF IN DOUBT ASK THE CLUB FLIGHT SAFETY OFFICER OR CHIEF

FLYING INSTRUCTOR OR SFSO

AIRPROX MORS CHIRP DASOR

‘Inform’

Submit CAA SRG1601 form. Lesson for MOD? If the accident or incident was at a MOD Airfield then use DASOR or InForm. The Safety Team will notify the CAA via ASIMS.

Submit CAA CA 1094 or via ASIMS. Do not submit duplicate CAA or

MOD form.

Submit CHIRP form. Lesson for MOD then use InForm or DASOR?

Is this a lesson that MOD will only benefit from? Submit DASOR via SFSO or via ASIMS. NB. The SFSO may mandate some DASOR reports as well as

MORS

Is this a ‘near miss’ or error? Submit a ‘Inform’' Report – the SFSO will consider a DASOR. This should be your default reporting form if you cannot decide how

to report it.

HSE Safety

Reports

Some RAFFCA accidents or incidents may need to be reported to SSHEA – An ‘Inform’ should be used or for more serious accidents a F7454.

File within 24 hours

Accident within 24 hours

Incident within 48 hours








MANAGEMENT OF HAZARD/RISKS Whilst RAFFCASMS covers this in much more detail, if the Club embraces RAFFCASMS then they will undoubtedly provide assurance to both the RAFFCA Execs during annual audit and also the Stn Cdr/Head of Establishment. A sound Hazard Log and Risk Register is the best way to provide a fully auditable trail that hazards/risks have been sanctioned, agreed and mitigated. The normal process of risk management is a continual loop and should feature at least 6 monthly within the Club Committee Meetings:

If after you have read the RAFFCASMS you are still unsure of what to do then speak to your Stn Flight Safety Officer – they should be an expert in this type of hazard/risk process and only too glad to help. Finally, you can always ask the RAFFCA Aviation Safety & Operations Member.

ACCIDENT REPORTING AND INVESTIGATION GENERAL It is a legal requirement that all flying accidents be reported and investigated either in accordance with current Service procedures or those authorised by the Civil Aviation Authority (CAA). The Dept of Transport delegates accident investigation to the Air Accident Investigation Branch (AAIB). Overseas, local national rules will apply and it is the responsibility of the club CFI or Expedition Leader to ensure compliance. Unless there are compelling Service reasons, all accidents are to be investigated in accordance with the joint accident investigation procedure outlined within the MAA’s Manual of Post-Crash Management. AIMS The aims of accident reporting and investigations are to:

a. Determine the cause of the accident. b. Take any necessary measures to prevent a recurrence of a similar accident. c. Acquire, collate and analyse accident information. d. Act on the recommendations (if applicable).

PROCEDURE All accidents and incidents are to be reported on accident reporting forms, and in accordance with the Club Flying Order Book and the RAFFCASMS.

Identify Hazard

Mitigate Risks

Assess Risks Monitor The Safety Cycle

Hazard Log

Risk Register


INVISTIGATION PROCEDURE Should an AAIB Investigator be tasked with the investigation then all information is to be surrendered to him on his arrival at the scene. DISCIPLINARY ACTION Disciplinary action following all accidents is the responsibility of the Club Chairman. Immediate measures may include:

Grounding or cancellation of ‘type’ qualifications. Restrictions on solo flying. Restriction on cross-country flying. An invitation to contribute to the club a sum up to the maximum of the insurance excess, irrespective of whether an insurance claim was made.

You are strongly advised to consider the FAIR1 model in order to engender a ‘Just Culture’. In short if you consider most as a mistake or error and only the most grievous to contain any form of negligence then you will be thinking along the right lines. However, there will be times when negligence and indiscipline will need some form of punitive action. NON-FLYING ACCIDENTS There will be occasions when non-flying accidents occur in connection with Association flying activities and a Service Inquiry is not required yet the Association may nevertheless arrange an investigation. ANALYSIS Each club should publish an annual survey of accidents and incidents which will be circulated to all clubs and RAFFCA Exec members. Accident summaries are not to identify individuals or clubs.

1 See Ch3 Annex C of the Manual of Air Safety:

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/577618/MAS_Issue_5.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/577618/MAS_Issue_5.pdf


6. ADMINISTRATION AND DOCUMENTATION The key to a smooth running club is clear and concise administration and documentation. GAI 1032 contains guidance on many of these aspects; however, each club will have subtly different needs. FLYING ORDER BOOK A Flying Order Book is a must and whilst not exhaustive Chairmen should consider reference to the following headings:

1. Contents 2. Licenses 3. Medical 4. Insurance 5. Passengers 6. Log books 7. Charity Flying 8. Aircraft Operation 9. Flight Safety 10. Weather Limits 11. Currency 12. Operating Hours & Training Limitations 13. Booking Out & In (outbrief/inbrief) 14. Solo Authorisation 15. Clothing 16. Smoking 17. Aircraft Preparation 18. Fuel 19. Engine Starting 20. Taxying 21. Noise Sensitive Areas 22. Circuit Procedures 23. Local Area Flying 24. Low Flying 25. Airspace Infringements 26. Airprox 27. Accidents and Incidents 28. Breaches of Flying Orders

DISCIPLINE AND MEMBERSHIP Best practice and bitter experience has shown that being exceptionally clear on Membership status, constitution and discipline will serve most clubs well. The following extract should be seen as good practice and Chairmen should consider its content carefully:

1.4.4 Discipline and disciplinary action 1.4.4.1 All members of the Club are to comply with the Operations Manual, Training Manuals, the ANO, the AN(g) Regulations, EASA regulations, the Rules of the Air and any other Rules published by the Club. 1.4.4.2 Members who do not comply with the Operations Manual, Training Manuals, the ANO, the AN(g) Regulations, EASA regulations, the Rules of the Air or any other Rules published by the Club shall be liable to disciplinary action.


1.4.4.3 Members who enter into the dispute with the Club or bring the Club into disrepute shall also be liable to disciplinary action. 1.4.5 Disciplinary Action for Breach of Local Orders and Regulations 1.4.5.1 Students undergoing training who breach the Club Rules shall in the first instance be suspended from solo flying and interviewed by the Head of Training who shall enter the details of any flying related breaches in the student training record. If appropriate the Head of Training shall create a Training Plan and direct any remedial training before continuation of solo and syllabus flying. 1.4.5.2 Club pilots who breach the Club Rules shall in the first instance be interviewed by the Head of Training and are to be issued a written letter of warning detailing their failings and required improvement in flying standards. Their continued performance is to be reviewed by the Head of Training no later than 3 months following the issue of the written letter. Pilots failing to maintain an adequate standard at this review shall be suspended from club flying activities. 1.4.5.3 The Club Committee may suspend or revoke membership of any member who is liable to disciplinary action. 4.4.7 In the event that a Club Instructor is failing to maintain adequate instructional standards as judged by the CFI, a written letter will be issued detailing the required improvements and the CFI will deliver remedial training and mentor the instructor to improve his/her standards. An additional standardisation flight is to be flown with the CFI no later than 3 months following the issue of the written letter. If the Club Instructor fails to reach an adequate standard following the remedial training his/her authority to instruct is to be removed.

MEETINGS Furthermore, clearly defined methods of handling money need to be set out. The accounts are to be kept in accordance with the principles detailed in AP 32232. Clubs must hold regular meetings to be attended by the Club Execs. These meetings must have written Records of Decisions (RoDs) or Minutes. Clubs should see the following set of meetings and their periodicity (in brackets) as best practice:

a. Annual General Meeting (Annually and probably close to the Financial Year).

b. Club Flight Safety Meeting (preceding Club Exec Meeting – 3 monthly). c. Club Exec Meeting (3 monthly). The following is a suggested list of Agenda Items:

i. Introduction/Apologies ii. Flight Safety (mandatory item)

iii. Matters Arising/Outstanding Items from Previous Meeting iv. Flying hours v. Club Fleet vi. Club Finances

2 Administration and Accounting for Messes, Institutes and Non-Public Funds and are to be audited with the other non-public accounts of

the station (see AP 3223, Chapter 9 and QRs 75(4) and 1298). However, if registered as a limited company, RAF flying clubs may be omitted from stn audit at the discretion of OIC Stn Audit Team.


vii. AOB

d. The Chairman or Club Flight Safety Officer must attend the Station Flight Safety Meeting and any Airfield User Meetings (3 monthly).

e. RAFFCA AGM. The Club Chairman or his delegated representative from the Club Exec should attend (Annually).


7. MATRIX OF DEVIATIONS FROM 1000 & 2000 SERIES MAA REGULATORY ARTICLES FOR RAFFCA

(CONDUCTING NORMAL FLYING ACTIVITIES)

References: A. UK Air Navigation Order 2016 (CAP 393): Link to CAA CAP 393 B. CAP 804 (Reference Only 2015): http://publicapps.caa.co.uk/docs/33/CAP804April2015REFONLY.pdf C. EASA Part-ORA (Organisational Reqs): https://www.easa.europa.eu/system/files/dfu/Part-ORA.pdf D. EASA Part-FCL (Flt Crew Licencing): https://www.easa.europa.eu/system/files/dfu/Part-FCL.pdf E. EASA Part-MED (Medical): https://www.easa.europa.eu/document-library/acceptable-means-of-compliance-and-guidance-materials/part-med-amc-gm F. EASA Part-NCO (Non Commercial Ops): https://www.easa.europa.eu/acceptable-means-compliance-and-guidance-materials-group/part-nco-non-commercial-operations-other G. EASA Part-M (Maintenance): https://www.easa.europa.eu/system/files/dfu/Part-Mv2%20(partial).pdf H. MAA Regulatory Articles 1000 (GEN): https://www.gov.uk/government/collections/1000-series-general-regulations-gen I. MAA Regulatory Articles 2000 (FLY): https://www.gov.uk/government/collections/2000-series-flying-regulations-fly J. RAFFCA SMS: https://cms.raf.mod.uk/rafflyingclubs/rafcms/mediafiles/8DD62BAC_5056_A318_A8BF38F21C664AFD.pdf K. RAFFCA Code of Good Practice: http://www.raf.mod.uk/rafflyingclubs/rafcms/mediafiles/C7CDED31_5056_A318_A8BC6EA03E5136C5.pdf

1. The RAF Flying Clubs’ Assoc (RAFFCA) conducts flying trg and recreational/sport aviation using civil registered aircraft in accordance with the Air Navigation Order (ANO). The civil regulations at References A to G have been set out in a matrix of deviations from the military regulations laid down in the relevant MAA Regulatory Articles (RAs) at References G and H. Whilst the maintenance of light aircraft is set out in Reference G, this is broadly equivalent to MAA RA 4000 series, the equivalence would be complicated and furthermore the MAA deems EASA a ‘competent authority’ with respect to various civil registered aircraft operated by the MoD’s Services. 2. This matrix will be reviewed periodically but will not keep up with the various NAAs and NPAs providing regular amendments to the MAA RAs and other MRPs. Furthermore, it will only reflect major revisions of the civilian documents. The purpose of the matrix of deviations is to demonstrate equivalence and provide assurance to military risk holders that a suitable system is in place.

http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=7523

http://publicapps.caa.co.uk/docs/33/CAP804April2015REFONLY.pdf

https://www.easa.europa.eu/system/files/dfu/Part-ORA.pdf

https://www.easa.europa.eu/system/files/dfu/Part-FCL.pdf

https://www.easa.europa.eu/document-library/acceptable-means-of-compliance-and-guidance-materials/part-med-amc-gm

https://www.easa.europa.eu/document-library/acceptable-means-of-compliance-and-guidance-materials/part-med-amc-gm

https://www.easa.europa.eu/acceptable-means-compliance-and-guidance-materials-group/part-nco-non-commercial-operations-other

https://www.easa.europa.eu/acceptable-means-compliance-and-guidance-materials-group/part-nco-non-commercial-operations-other

https://www.easa.europa.eu/system/files/dfu/Part-Mv2%20(partial).pdf

https://www.gov.uk/government/collections/1000-series-general-regulations-gen

https://www.gov.uk/government/collections/2000-series-flying-regulations-fly

https://cms.raf.mod.uk/rafflyingclubs/rafcms/mediafiles/8DD62BAC_5056_A318_A8BF38F21C664AFD.pdf

http://www.raf.mod.uk/rafflyingclubs/rafcms/mediafiles/C7CDED31_5056_A318_A8BC6EA03E5136C5.pdf


Serial MAA RA RA Content ANO/CAP/EASA Equivalent/local procedures in place

1 RA 1002

Airworthiness Competent Persons A successful Airworthiness strategy requires personnel who are assessed as competent and are Suitably Qualified and Experienced Persons (SQEP). Whilst Aviation Duty Holders (DH) and Type Airworthiness Authorities (TAA) are personally accountable for their responsibilities, it is important that they are supported by expert advisers. The advisers need to be able to demonstrate their competence and suitability to provide airworthiness advice.

There are requirements of competency at all levels for supervisors of civil flying activities. Part-ORA requires a SQEP ‘Accountable Manager’, ‘Head of Training’ and a ‘Compliance Manager’. Instructors are required to be SQEP as are pilots at all levels as detailed in EASA Part-FCL, the UK ANO and further guidance in CAP804. Engineers are subject to the rigours of EASA Part-M oversight and also NGB Inspector regimes. CAP747 ‘Mandatory Requirements for Airworthiness’ and CAP411 ‘Light Aircraft Maintenance Schedule’ applies.

2 RA 1017

Maintenance Organisation – Airworthiness Responsibilities Organizations conducting the maintenance of UK military air systems or components are responsible for complying with the Air System Document Set, the relevant contract and where appropriate their MOD approval.

EASA set out Certification Specifications under CS-LSA (Light Sports Aeroplanes), CS-23 (Normal, Utility, Aerobatic and Commuter Aircraft), CS-VLA (Very Light Aeroplanes) or BCAR (British Civil Aviation Requirements). CAP747 sets out mandatory requirements for airworthiness including Airworthiness Notices. The EASA Flight Manual or the older CAA Pilots’ Operating Handbook (POH) contain some technical information. Aircraft are to be maintained to the correct standard in accordance with the type of Permit or Certificate of Airworthiness in force.

3 RA 1020

Roles & Responsibilities: ADH and ADH-Facing Clearly defined roles and responsibilities are required so that legally accountable individuals can effectively carry out their duties in mitigating and making judgements on Air Safety risk.

There are a variety of risk holders in RAF flying club activity; all have a ‘Duty of Care’ as per JSP815 and HSE Law. The key risk holders are:

Head of Establishment/Stn Cdr – Functional safety DDH for HSE, DDH for local ‘reputational risk,’ ADH-facing for providing a safe airfield. CAA/EASA – Main Authorities. Owners of the risk of operating civil registered aircraft in UK/International airspace. RAFFCA Chairman – DDH for RAF flying club ‘reputational risk’. ADH-facing by ensuring that RAF flying clubs meet their obligations to various Authorities, however, the Accountable Manager of the Club as an Approved Trg Organisation (ATO) or Registered Trg Facility (RTF) is also ADH-facing to the CAA/EASA.



4 RA1022

Roles & Responsibilities of the Senior Operator Aviation Duty Holders (DH) are responsible for implementing effective Aviation Safety Management Systems and ensuring that their air operations are at all times conducted at a level of safety that is at least Tolerable and ALARP. In discharging these responsibilities they will be supported by a Suitably Qualified and Experienced (SQEP) crown servant Senior Operator.

The RAFFCA GAI1032 states that the Aviation Safety and Ops Member must be SQEP iaw MAA RA 1022 (they must be experienced in Aircraft Operations, Airspace Rules & Procedures and have previous aviation command experience. They should hold the minimum rank of OF-3 (Sqn Ldr)). They will act as ‘Senior Operator’ to the RAFFCA Chairman. Further each Club OIC shall have an appointed CFI (or Senior Pilot if no trg is undertaken) under RA2415 that shall act as a ‘Senior Operator’.

5 RA1120

Military Aircraft Registration The registration of military aircraft (as defined in MAA01) and their identification marking is required by international agreement to provide each aircraft with a unique identity. Head of Oversight and Approvals (Hd O&A) MAA issues the registrations of UK military aircraft and maintains a central register of all military aircraft on behalf of the Secretary of State.

All UK civil aircraft must be registered iaw the UK Air Navigation Order 2016 via the CAA’s Aircraft Registration Department. Failure to do so may result in aircraft owners being prosecuted under UK Law.

6 RA1210(1) RA1210(2)

Risk Ownership and Management 1210(1) As the risk owners, DHs shall always remain accountable for Risks to Life (RtL) within their AoR. 1210(2) Superior DHs shall ensure a consistent approach to risk management across their AoR, particularly if lower level DHs have similar responsibilities, e.g. similar aircraft types within their AoRs.

The UK ANO legislates in UK Law who is responsible for what area. EASA is enshrined in EU Law. An ATO sets out the accountabilities of each SQEP. Furthermore, the RAF Sports Safety Management Plan sets out SDH, ODH, Func Safety DDH and RAFFCA Chairman ‘Responsible Person’ requirements. HSE RIDDOR and other safety legislation is also deemed to apply.

7 RA 1210(3)

Ownership and Management of Operating Risk (Risk to Life) Aviation DHs shall adopt a standardized approach, in a coherent and consistent manner, in managing RtL.

The RAFFCA Safety Management System (RAFFCASMS) sets out risk management procedures and mirrors that of RA1210. A generic Risk Assessment and Bow Tie analysis for RAFFCA activity has been produced. Additionally, this Matrix of Deviations demonstrates that, although RAFFCA is regulated through the CAA, the existing rules are equal to, or more stringent, than the MRP.

8

RA 1205

Air System Safety Cases. ODHs shall own and manage single Air System Safety Cases (SC) for each UK Military Registered Air System within their AOR.

Operating under CAA/EASA certification requires the aircraft to be constructed to BCAR (British Civil Aviation Requirement) or EASA CS-23 which ensures the aircraft is built to the required safety standard and is comparable to the RAF Safety Case requirement.



RA 1300

RA1310(1)

Release to Service A RTS shall be prepared for all Air Systems that are operated within the Service Environment. Air System Document Set The Type Airworthiness Authority (TAA) shall develop and maintain the ADS.

The CAA requires the ac to be operated and maintained iaw with the Design Organisation (DO) or Type Design Organisation (TDO) requirements which the CAA/MAA endorse as operating, flight and maintenance manuals. For Annex II operating on a Permit to fly, the AOA is the CAA (through the LAA) and the DO/TDO for the aircraft is designated by the CAA. Approved data for aircraft maintenance is released and promulgated by the DO/TDO and used in full by RAFFCA and its chosen approved maintenance organisations.

9 RA1325

Drafting of Limitations in the Release to Service The limitations of the Release to Service (RTS) are the definitive limits for the Air System in Service regulated flying and allow for peacetime training, exercise, contingency, threat and war conditions.

The CAA POH or EASA Flight Manual sets out the allowable operating envelope of the aircraft. Each one is released by the CAA specific to the aircraft.

10 RA 1400(1)

Flight Safety Fundamentals. Aviation Duty Holders (DH), Accountable Managers1 (AM), Heads of Establishment (HoE), and Commanders within Duty Holder-Facing organizations (Cdrs within DH-facing orgs) shall have appropriate Flight Safety (FS) measures in place to support the flying operations for which they are responsible and promulgate appropriate orders.

RAFFCA has a very positive Flight Safety Culture with clear guidance and orders published in the respective FOBs. The RAFFCASMS provides further details. Agreements are in place on each RAFFCA Stn that Service Safety Managers will lend support. Regular Flight Safety Meetings are held and RAFFCA Clubs shall always be represented. Minutes of the meetings are promulgated widely to the members. This includes FOD prevention.

11 RA 1410(1)

Occurrence Reporting and Investigation Aviation Duty Holders (DH), Accountable Managers (AM), Heads of Establishment (HoE), and Commanders within Duty Holder-Facing organizations (Cdrs within DH-facing orgs) shall ensure that all Air Safety reportable occurrences are reported, managed and appropriate action taken.

The RAFFCA uses InForms and DASORs as its primary occurrence reporting media. Forms and instructions for use are available in RAFFCASMS. This sees the CAA SARG being ‘sent for info’ any DASOR by the Occurrence Manager. This is a similar system as used by 22(Trg) Gp’s G-Reg Tutor aircraft. Whilst the EASA/CAA requirements take primacy, RAFFCA should use the list of mandated items for reporting that is more restrictive. The reason for DASOR/InForm use is to give the Stn Cdr/HoE full visibility of incidents/accidents on their establishments. However, the UK AAIB will have primacy in investigating all RAFFCA accidents.



12 RA 1420(1)

Service Inquiries (SI); Air Accident and Significant Occurrence Investigation

The independent, full time, SI Panel (working directly to the CA) shall fully investigate all aspects of the accident or occurrence and shall provide the CA with a timely, comprehensive written report, with relevant recommendations. Aviation Duty Holders (DH), Accountable Managers (Military Flying) (AM(MF)), and Commanders and Accountable Managers within Duty Holder-facing Organizations (Cdrs and AM within DH-facing orgs) shall support the CA in all aspects of the investigation and shall act upon SI recommendations.

The UK AAIB will have primacy in investigating all RAFFCA accidents and any safety recommendations issued therein. This is a fully independent investigatory body outwith the Regulator.

13 RA 1430(1)

Aircraft Post Crash Management and Significant Occurrence Management ADHs and HoEs shall ensure that there are appropriate APCM plans and capabilities in place in the event of an Air System Accident or Significant Occurrence.

Local Stn Emergency Response Plans and Rescue and Fire Fighting categories iaw JSP426 Vol 3 Lflt 2 meet the CAA requirements. Full PCM arrangements remain extant for the Govt Aerodrome and as ever the UK AAIB shall have primacy. Clubs should notify the Aerodrome Operator of any unusual hazard that any of their aircraft may present.

14 RA 1440

Air Safety Training. Aviation Duty Holders (DH), Accountable Managers(AM) , Heads of Establishment (HoE), and Commanders within Duty Holder-Facing organizations (Cdrs within DH-facing orgs) shall ensure that personnel undertaking air safety related assignments in Defence Aviation are appropriately competent, qualified and current.

RAFFCASMS stipulates the minimum criteria for Club FSOs. The TORs are also set within this document. Typically, a Club FSO should have completed the MAA FSOC, or civilian equivalent, as a minimum. The RAFFCA Aviation Safety & Ops Member needs to have fulfilled a higher level of safety trg as stipulated in the RAFFCASMS.

15

RA 2101(1)

Aircrew Qualifications. Entitlement to Conduct Flying Duties

To fly, or operate, a UK Military Aircraft, aircrew shall be qualified.

ALL RAFFCA Instructors and Pilots meet the licence requirements of the EASA Part-FCL, or national requirements detailed in the UK ANO 2016 and further guidance in CAP804. Ratings/Licences have currencies.



RA2101(2)

Certificate of Qualification on Type

To fly, or operate, an aircraft, aircrew shall be in possession of a valid Certificate of Qualification on Type (CQT) for that type.

16 RA2102(1)

Certificate of Competence. To fly, or operate, UK Military Aircraft in role, aircrew shall be in possession of an applicable Certificate of Competence.

RAFFCA Clubs will conduct a flying competence ‘Club Check’ of any new pilot joining their club unless an intra-club reciprocal arrangement exists between the CFIs.

17

RA 2103(1)

RA 2103(2)

Currency Requirements. Aviation Duty Holders and Accountable Managers (Military Flying) (AM(MF)) shall specify in Orders the currency minima, by type and role, for the safe operation of aircraft by aircrew within their Area of Responsibility (AoR). Continuation Training. Aviation Duty Holders and Commanders shall specify the minimum requirements of continuation training for aircrew by type and role.

Minimum aircraft currency requirements promulgated by the CAA/EASA and in UK Law. Requirements on currency are promulgated within the Club orders: Currency requirement in last 90 days is at least 3 take offs and landings to carry non-pilot pax. Instructor rating currency (2 years). Individual Club currency promulgated in local flying orders. More restrictive criteria may apply, such as flying Cadets under the Air Cadet Trg Order No 35 requirements, and are normally held within local flying orders.

18

RA 2115(1)

RA 2115(2)

Aircraft Commanders. Responsibilities of an Aircraft Commander The aircraft Captain shall be entirely responsible for the safety of the aircraft, its occupants and equipment, both in the air and on the ground until it is handed over to the appropriate authority after flight. Authority of an Aircraft Commander

In matters of Air Safety, all persons on board, whatever their rank or status, shall be under the command of the Aircraft Commander

Article 69 of the UK ANO 2016 enshrines in UK Law the responsibilities of Pilots in Command. The Authority is also included in the ANO.

19 RA 2125(1)

Aircrew Instructor Training. Personnel selected for flying instructional duties shall receive appropriate training and attain the instructional standards required to facilitate the provision of high quality instruction for all aircrew disciplines.

All RAFFCA instructors have undergone the EASA/CAA-approved instructor rating. Biennial renewal checks (by experience or assessment) are conducted including an Instructors’ Seminar.



20 RA 2130

Emergency and Survival Training. Operating Military Aircraft carries a degree of risk to the aircrew. Without the correct safety equipment and training, aircrew will be exposed to increased risk. This RA requires the Regulated Community to ensure aircrew are given the correct safety equipment and survival training, in order to reduce these risks

Although no formal emergency training is conducted, the use of survival equipment and PLB/ELTs is mandated by the CAA/EASA. All pilots routinely practice the forced landing procedure in the event of such an occurrence.

21

RA 2135(1)

RA 2135(3)

Medical requirements. Aircrew shall hold an appropriate and valid medical certificate. Pilot Operations – Upper Age Limit Pilots shall not operate an aircraft once they attain the age of 65 unless the aircraft is fitted with dual controls and is carrying a second pilot who has not yet attained the age of 65. Furthermore, the second pilot shall hold an appropriate qualification entitling him/her to act as PIC or co-pilot of that aircraft.

Medical requirements are stipulated in Part-MED, Part-FCL and the UK ANO 2016. Furthermore, the use of Aviation Medical Examiners (AMEs) mirrors that of MAMEs. No such age limits apply to non-commercial operations at flying clubs. However, enhanced medical screening does take place for over 40s, 50s and 60s.

22 RA 2210(1)

Flight Servicing Regime Limitations. The Aircraft Commander shall not operate the aircraft

beyond the validity period of the current flight servicing.

The flight servicing schedule is detailed in the aircraft operating manual and it is the responsibility of the aircraft captain to conduct the flight servicing and operate the aircraft within the flight servicing regime. The aircraft logbook details the expiry of any servicing requirement.

23 RA 2301(1)

Transfer of Custody of Aircraft. Custody of and responsibility for an aircraft shall transfer from the engineering organization to the pilot or Aircraft Commander from the time he signs the acceptance certificate until he completes his after-flight declaration.

Certificates of Release are required to release an aircraft back to flight from a competent engineering authority.

24 RA 2302(1)

Responsibilities in the air. All aircrew shall ensure that the mission, sortie or task, for which they have been authorized, is executed in a manner that minimizes the risks and hazards to the aircraft, its occupants, ground crew, other airspace users or general public over which such aircraft are flown.

Article 69 of the UK ANO 2016 details the responsibilities of the Pilot in Command. Except for trg, these are single pilot operated aircraft and so this is deemed to apply; for trg it is the instructor that is responsible. Irresponsible and negligent behaviour is investigated by the CAA Enforcement Team – under the UK ANO then custodial/financial penalties may be issued in a UK Court.



25 RA 2305(1)

Supervision of Flying Operations. Aviation Duty Holders (ADH) and Accountable Manager (Military Flying) (AM(MF)) shall appoint officers to supervise the flying operations for which they are responsible and promulgate appropriate orders detailing their duties.

RAFFCA details within its code of good practice the requirements for flying supervision. Whilst not a civil requirement, the best practices from military aviation have been adopted wherever possible.

26 RA 2305(3)

Aircraft Limitations. Except in an emergency, the pilot of an aircraft shall not exceed the engine, airframe or handling limitations quoted in the Release to Service for the aircraft as reflected in the Air System Document Set (ADS) or, for non-RTS flying operations: the Military Flight Test Permit or Certificate of Usage.

All aircraft are to be operated in accordance with the CAA “Pilots’ Operating Handbook” (POH) or the flight manual.

27 RA 2305(5)

Aircrew Briefing. ADH and AM(MF) shall define specific responsibilities for the supervision and co-ordination of all mission planning and aircrew briefing conducted at units within their Area of Responsibility.

The out-brief process, detailed in the RAFFCA code of practice ensures a pilot has self-briefed all requirements before each flight. The club CFI monitors standards and compliance with this process.

28 RA 2306

Authorisation of Flights. All Flights by UK Military Aircraft shall be authorized.

All RAFFCA Clubs have an authorisation process, ranging from self-authorisers for the more experienced to club authorisers for the less so. The CFI is normally responsible for granting these powers to individuals.

29 RA 2307(1) Rules of the Air. The Aircraft Commander and/or handling pilot shall follow the Rules of the Air.

The Single European Rules of the Air (SERA) and UK Rules of the Air 2015 apply to all RAFFCA pilots.

30 RA 2309(2)

Fire Precautions and Smoking in Aircraft. Smoking in aircraft shall be prohibited and, as a precaution against fire, smoking-related items shall not be carried by occupants of, or by personnel working on, UK Military Aircraft.

Smoking is not permitted in RAFFCA aircraft.

31 RA 2309(3) Carriage of Loose Articles and Stores. Aircrew shall be personally responsible for the custody

and stowage of loose articles/equipment.

No loose articles are carried in RAFFCA aircraft; this requirement is briefed prior to any flight via the outbrief.

32 RA 2309(5)

Handing over Control in Aircraft with Dual Controls. Handing over or taking over control of aircraft fitted with dual controls shall be conducted formally.

Control of the aircraft is pre-briefed and handed over using military procedures. These procedures are the same as those used by CFS.


8. Useful References and Links MILITARY JSP360 – Civil Use of MOD Aerodromes https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/393016/20141218-JSP360.pdf JSP375 - MOD Health & Safety Handbook https://www.gov.uk/government/collections/jsp-375-health-and-safety-handbook JSP362 – Defence Lands Handbook (Ch14 encroachments) http://www.raf.mod.uk/rafsportsboard/rafcms/mediafiles/8C7DB9B5_B755_848F_127D91888901478F.pdf JSP426 – Vol 3 Lflt 2 MOD Regulations for Airfield Rescue and Firefighting Services – only available through DFRMO DSA 01 – Defence Policy for Health, Safety and Environment https://www.gov.uk/government/publications/defence-policy-for-health-safety-and-environmental-protection-dsa-011 MAA Documents can be found at http://www.maa.mod.uk/regulation/index.htm MAA Regulatory Articles (1000, 2000, 3000) MAA Manual of Air Safety MAA Manual of Post Crash Management MAA Manual of Aerodrome Design and Safeguarding (see CAP168 below) JSP 660 – Sport in the Armed Forces http://armysportcontrolboard.org/pdf%20docs/JSP660_Part1.pdf and http://armysportcontrolboard.org/pdf%20docs/JSP660_Part2.pdf AP 3415 Sport and Recreation in the RAF. AP 3223 Non-Public Accounting https://www.raf.mod.uk/community/financial/ap3223/ AP 8000 RAF AP 3342 Adventurous Training. GAI 6057 Injuries and Death Resulting from Sport CIVILIAN CAP168 – Licensing of Aerodromes (includes fire category requirements) http://publicapps.caa.co.uk/modalapplication.aspx?appid=11&mode=detail&id=6114 CAP382 – Mandatory Occurrence Reporting Scheme http://www.caa.co.uk/Our-work/Make-a-report-or-complaint/MOR/Mandatory-occurrence-reporting/ CAP393 – The Air Navigation Order https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=7523 CAP413 – Radiotelephony Manual https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=6973 CAP452 – Aeronautical Radio Station Operator’s Guide https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=7561 CAP793 – Safe Operating Practices at Unlicensed Aerodromes http://publicapps.caa.co.uk/modalapplication.aspx?appid=11&mode=detail&id=4141

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/393016/20141218-JSP360.pdf

https://www.gov.uk/government/collections/jsp-375-health-and-safety-handbook

http://www.raf.mod.uk/rafsportsboard/rafcms/mediafiles/8C7DB9B5_B755_848F_127D91888901478F.pdf

https://www.gov.uk/government/publications/defence-policy-for-health-safety-and-environmental-protection-dsa-011

https://www.gov.uk/government/publications/defence-policy-for-health-safety-and-environmental-protection-dsa-011

http://www.maa.mod.uk/regulation/index.htm

http://armysportcontrolboard.org/pdf%20docs/JSP660_Part1.pdf

http://armysportcontrolboard.org/pdf%20docs/JSP660_Part2.pdf

https://www.raf.mod.uk/community/financial/ap3223/

http://publicapps.caa.co.uk/modalapplication.aspx?appid=11&mode=detail&id=6114

http://www.caa.co.uk/Our-work/Make-a-report-or-complaint/MOR/Mandatory-occurrence-reporting/

https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=7523





CAP804 – Flight Crew Licensing: Mandatory Requirements, Policy and Guidance http://publicapps.caa.co.uk/modalapplication.aspx?appid=11&mode=detail&id=6412 Railways and Transport Safety Act 2003 – Law on Alcohol and Drug limits in aviation http://www.legislation.gov.uk/ukpga/2003/20/pdfs/ukpga_20030020_en.pdf HSE - Reporting accidents and incidents at work http://www.hse.gov.uk/pubns/indg453.pdf The Health and Safety (First Aid) Regulations 1981 - http://www.hse.gov.uk/pubns/priced/l74.pdf HSE – 5 Steps to Risk Management - http://www.hse.gov.uk/pUbns/indg163.pdf HSE – Preventing Slips and Trips at Work - http://www.hse.gov.uk/pubns/indg225.pdf


http://www.legislation.gov.uk/ukpga/2003/20/pdfs/ukpga_20030020_en.pdf

http://www.hse.gov.uk/pubns/indg453.pdf

http://www.hse.gov.uk/pubns/priced/l74.pdf

http://www.hse.gov.uk/pUbns/indg163.pdf

http://www.hse.gov.uk/pubns/indg225.pdf