DOCSLIB.ORG

Airprox Assessed at the April 2013 Meeting

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Airprox Assessed at the April 2013 Meeting TABLE 1. ASSESSMENT SUMMARY SHEET FOR UKAB MEETING ON 24th APRIL 2013 Total Risk A Risk B Risk C Risk D Risk E 14 1 1 10 1 1 Remaining Ineffecti Barrier Not Barriers ve Applicable Barriers Controller Aircrew Barriers Barriers board board Risk - No Reporting Reported Airspace Cause Cat Controller Action Action Controller tech by prompt Rules Procedures& Sighting Visual SART from SA from on Rules Procedures& Action Controller systems SAfrom ACAS ACAS RA Score 2012154 DHC8 A319 D/A The Air Controller did not ensure C 1 (CAT) (CAT) (Gatwick separation before transferring the CTR/LTMA) aircraft. 2012164 AW139 C150 G In the absence of TI the AW139 C 10 (CAT) (CIV) (London FIR) crew was concerned by the proximity of the C150. Recommendation: The current RDP design for the Anglia Radar sector highlights the coastline in white, which is the same colour as radar tracks. NATS Ltd is recommended to amend the RDP to provide greater clarity between radar tracks and map features. 1 2012167 JS41 T ucano G In the absence of an agreement C 50 (CAT) T MK 1 (London FIR) with the Tucano pilot, the (MIL) controller did not take further action to achieve deconfliction minima. 2012171 ASK13 Hughes G The MD500 pilot flew close C 10 (CIV) MD500 (London FIR) enough to a promulgated and (CIV) active glider site to cause the launch party concern. 2012173 AS332L EC135 D The AS332 crew did not take C 50 (CAT) (CIV) (Aberdeen timely action to give way to the ATZ/CTR) EC135. 2012175 B777-200 2 U ntraced D A sighting report on final D X (CAT) Objects (NK) (Gatwick approach. CTR) 2013002 PA28 NANCHANG G The CJ6 pilot flew into conflict C 4 (CIV) CJ6 (White with the PA28 on final approach, (CIV) Waltham ATZ) which he did not see. 2013003 PA18 NANCHANG G The CJ6 pilot did not conform to B 20 (CIV) CJ6 (White the pattern of traffic formed and (CIV) Waltham ATZ) flew into conflict with the PA18 on final, which he had not seen. 2 2013004 2 X Hawk Hawk G Hawk B crew deviated from the C 2 T MK2(A) T MK2(B) (LFIR/Valley Mona-Valley transit procedure (MIL) (MIL) AIAA) without informing ATC and turned in front of Hawk (A) No2, which he did not see. 2013006 Wildcat Wildcat G A conflict resolved by Wildcat (A) C 21 AH1(A) AH1(B) (London FIR) pilot. (JHC) (CIV) Contributory Factor: Wildcat (B) pilot utilised an inappropriate ATS while conducting an air test. 2013007 Hawk Hawk G Effectively non-sightings by the A 100 T MK 2 T MK 1 (Valley AIAA) crews of both ac. (MIL) (MIL) 2013008 DA42 FA20 G FA20 crew flew close enough to C 1 TwinStar Falcon (SFIR/OTA E) cause the TAY controller and (CIV) (CIV) DA42 crew concern. Recommendation: The FA20 operator is recommended to comply with Leuchars ASA requirements when operating in OTA E. 2013012 Cessna F86A G Controller perceived conflict. E 1 C510 (CIV) (London FIR) (CIV) 3 2013013 Viking T1 PA28 G The PA28 pilot flew close enough C 4 (CIV) (CIV) (London FIR) to cause concern to the Viking pilot downwind in the Wethersfield circuit. NB. Event Risk Barriers: It is important to note that the assessment records only whether a barrier failed to achieve what it is designed to do in terms of safety mitigation or still remained as an actual or possible safety mitigation. The ineffectiveness of a barrier does not imply failure or blame on the part of the pilot or controller responsible for implementing it. 4 ANNEX A TO APRIL BOARD REPORT DATED 03 MAY 2013 EVENT RISK CLASSIFICATION TRIAL Question 1 Question 2 If this event had escalated into an What was the effectiveness of the remaining barriers accident outcome, what would between this event and the most credible accident have been the most credible scenario? outcome? No Effective Limited/ Minimal Not credible Partial effective accident scenario Catastrophic Multiple 1 50 102 502 2500 Accident passenger fatalities on ac with >19 seats or MTOW >5700kg or significant 3rd party risk. Major Multiple 10 21 101 500 Accident passenger fatalities on ac with 5-19 seats or >5 crew fatalities. Serious <6 fatalities or 2 4 20 100 Accident multiple injuries or ac damage No accident May be outcome operational implications (eg diversion) 5 AIRPROX REPORT No 2012154 Date/Time: 3 Oct 2012 1719Z Position: 5108N 00017W (3·5nm W Gatwick - elev 203ft) Airspace: CTR/LTMA (Class: D/A) GATWICK CTR SFC-2500ft LTMA 2500ft+ Reporter: LTC SW DEPS 19:30 A47 1st Ac 2nd Ac 1718:12 1718:00 Gatwick A28 A22 Type: DHC8 A319 19:12 Elev 203ft A42 18:48 A319 19:06 A35 A3919:00 Operator: CAT CAT A33 A37 A17 A34 DHC8 A21 Alt/FL: 2000ft NK 19:00 1718:12 19:12 A29 18:48 A12 (QNH) (NK) 19:30 A32 A25 A37 19:06 A31 Weather: IMC KLWD NK NR 0 1 ATZ Visibility: NR NM Radar derived Levels show Reported Separation: altitudes as Axx LON QNH 1005hPa NR NR SW DEPS 400ft V/1nm H Recorded Separation: 800ft V/1·5nm H CONTROLLER REPORTED PART A: SUMMARY OF INFORMATION REPORTED TO UKAB THE LTC SW DEPS reports that the DHC8 flight called on departure from Gatwick following a SAM SID. Without identifying the flight formally she observed the ac to be 400ft, she thought, and approximately 1nm from the previous departing A319 on a DVR SID which was in a R turn. She gave the DHC8 flight an avoiding action L turn onto heading 240° and the ac were seen to pull apart. She asked the DHC8 crew whether they had been visual with the ac ahead and they replied negative. THE GATWICK AIR CONTROLLER reports the A319 departed on a R turn DVR SID and the DHC8 was departed behind on a SAM SID. The A319 flight was transferred early passing 2300ft with the DHC8 just getting airborne. He noted the A319 GS was slow so he ensured that it was established in the R turn before looking to transfer the DHC8 flight noting that there was 1000ft separation. Shortly afterwards he noted the DHC8 had been turned L off the SID but the next departure was a R turn so would not be affected. THE DHC8 PILOT reports on departure from Gatwick, IFR and in communication with Gatwick Tower and then London on 134·12MHz, squawking an assigned code with Modes S and C. Gatwick cleared them for departure from the full length of RW26L after having just cleared an A319 for take- off and its wheels had just left the RW. Heading 259° climbing through 2000ft they lost sight of the A319 in cloud but thought nothing of it as it was normal at Gatwick for departures to be close. They started to accelerate to 210kt in the climb to 4000ft on the SAM2M departure as Gatwick handed them over to London. As soon as they selected the London frequency they were given avoiding action onto heading 230° by the controller. They had not received a TCAS warning but the ac ahead was displayed on their TCAS screen. The avoiding action was carried out and then the controller said they would be filing a report owing to Gatwick ATC departing their ac so soon after another ac. He assessed the risk as low. 1 THE A319 PILOT reports being unaware of an Airprox during their departure from Gatwick so they were unable to provide any detailed information about the incident. ATSI reports that the Airprox was reported by the LTC SW (Deps) controller in Class A airspace, when avoiding action was given to the DHC8 after departure from London Gatwick Airport, due to the DHC8 having less than the required radar separation (3nm/1000ft) against a previous departing A319. The A319 was operating IFR on a flight from Gatwick to Frankfurt and was in receipt of a RCS from LTC BIG on frequency 120·525MHz. The DHC8 was operating IFR on a flight from Gatwick to Nantes and was in receipt of a RCS from LTC SW (Deps) on frequency 134·125MHz. CAA ATSI had access to written reports from both pilots, the Gatwick AIR controller, the LTC SW (Deps) controller, area radar recordings, RT recordings and transcripts of the Gatwick Tower frequency and the SW (Deps) frequency together with the unit investigation report from London Terminal Control. The Gatwick METARs are provided for 1650 and 1720 UTC: EGKK 231650Z 21008KT 180V240 9999 FEW024 13/09 Q1006= and EGKK 231720Z 22007KT 9999 FEW022 BKN046 13/09 Q1006= At 1717:15 UTC the A319 became airborne on a DVR8M SID, which requires a climb to altitude 4000ft with a R turn at 2·3DME from I-WW at Gatwick. At 1717:42 (27sec after the A319 was airborne) the DHC8 became airborne on a SAM2M SID climbing to altitude 4000ft, initially straight ahead before a slight L turn at 8DME from MID. The AIR controller was using reduced separation in the vicinity of the aerodrome. CAP493 Section 1, Chapter 3, Page 1, Paragraph 3.2 states: ‘In the vicinity of aerodromes, the standard separation minima may be reduced if: a) adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller;’ or b) each aircraft is continuously visible to the pilots of other aircraft concerned and the pilots report that they can maintain their own separation; or c) when one aircraft is following another, the pilot of the succeeding aircraft reports that he has the other aircraft in sight and can maintain own separation.’ At 1718:00 the A319 was transferred to LTC BIG.
Load more

Recommended publications
  • AAIB Bulletin 10/2019
    AAIB Bulletin 10/2019 TO REPORT AN ACCIDENT OR INCIDENT PLEASE CALL OUR 24 HOUR REPORTING LINE 01252 512299 Air Accidents Investigation Branch Farnborough House AAIB Bulletin: 10/2019 Berkshire Copse Road Aldershot GLOSSARY OF ABBREVIATIONS Hants GU11 2HH aal above airfield level lb pound(s) ACAS Airborne Collision Avoidance System LP low pressure Tel: 01252 510300 ACARS Automatic Communications And Reporting System LAA Light Aircraft Association ADF Automatic Direction Finding equipment LDA Landing Distance Available Fax: 01252 376999 AFIS(O) Aerodrome Flight Information Service (Officer) LPC Licence Proficiency Check Press enquiries: 0207 944 3118/4292 agl above ground level m metre(s) http://www.aaib.gov.uk AIC Aeronautical Information Circular mb millibar(s) amsl above mean sea level MDA Minimum Descent Altitude AOM Aerodrome Operating Minima METAR a timed aerodrome meteorological report APU Auxiliary Power Unit min minutes ASI airspeed indicator mm millimetre(s) ATC(C)(O) Air Traffic Control (Centre)( Officer) mph miles per hour ATIS Automatic Terminal Information Service MTWA Maximum Total Weight Authorised ATPL Airline Transport Pilot’s Licence N Newtons BMAA British Microlight Aircraft Association N Main rotor rotation speed (rotorcraft) AAIB investigations are conducted in accordance with R BGA British Gliding Association N Gas generator rotation speed (rotorcraft) Annex 13 to the ICAO Convention on International Civil Aviation, g BBAC British Balloon and Airship Club N1 engine fan or LP compressor speed EU Regulation No 996/2010 and The Civil Aviation (Investigation of BHPA British Hang Gliding & Paragliding Association NDB Non-Directional radio Beacon CAA Civil Aviation Authority nm nautical mile(s) Air Accidents and Incidents) Regulations 2018.
    [Show full text]
  • AAIB Bulletin 8/2018
    AAIB Bulletin 8/2018 TO REPORT AN ACCIDENT OR INCIDENT PLEASE CALL OUR 24 HOUR REPORTING LINE 01252 512299 Air Accidents Investigation Branch Farnborough House AAIB Bulletin: 8/2018 Berkshire Copse Road Aldershot GLOSSARY OF ABBREVIATIONS Hants GU11 2HH aal above airfield level lb pound(s) ACAS Airborne Collision Avoidance System LP low pressure Tel: 01252 510300 ACARS Automatic Communications And Reporting System LAA Light Aircraft Association ADF Automatic Direction Finding equipment LDA Landing Distance Available Fax: 01252 376999 AFIS(O) Aerodrome Flight Information Service (Officer) LPC Licence Proficiency Check Press enquiries: 0207 944 3118/4292 agl above ground level m metre(s) http://www.aaib.gov.uk AIC Aeronautical Information Circular MDA Minimum Descent Altitude amsl above mean sea level METAR a timed aerodrome meteorological report AOM Aerodrome Operating Minima min minutes APU Auxiliary Power Unit mm millimetre(s) ASI airspeed indicator mph miles per hour ATC(C)(O) Air Traffic Control (Centre)( Officer) MTWA Maximum Total Weight Authorised ATIS Automatic Terminal Information Service N Newtons ATPL Airline Transport Pilot’s Licence NR Main rotor rotation speed (rotorcraft) BMAA British Microlight Aircraft Association N Gas generator rotation speed (rotorcraft) AAIB investigations are conducted in accordance with g BGA British Gliding Association N1 engine fan or LP compressor speed Annex 13 to the ICAO Convention on International Civil Aviation, BBAC British Balloon and Airship Club NDB Non-Directional radio Beacon EU Regulation No 996/2010 and The Civil Aviation (Investigation of BHPA British Hang Gliding & Paragliding Association nm nautical mile(s) CAA Civil Aviation Authority NOTAM Notice to Airmen Air Accidents and Incidents) Regulations 2018.
    [Show full text]
  • December 2009 Newsletter No
    FLYING FARMERS ASSOCIATION Newsletter No. 102 December 2009 2 Opening Thoughts Chairman’s Message Inside this issue Another year has nearly passed by – another year full of change. Opening Thoughts 2 Our FFA has changed – Our Chairman and Events Secretary have stood down after hav- ing served 55 years on the committee between them and they will be a hard act to follow. FFA Letters & News 3 We give them an enormous debt of gratitude for everything they have done for the Associa- Programme 2009 4 tion in all those years, in helping to take the Association to where it is now. Thank you, John and Mike, from every one of us. John Fairey 6 I have assumed responsibility of the chair and Rick Holt has taking the reins of Events A Trip across the Sahara 7 Secretary. We welcome Gordon Bellerby as a new Committee member. Between all of us on the committee we will strive to carry on where John and Mike left off. AGM Minutes 11 There is change also on the farming front. Harvest was a mixed bag of fortunes through- Editor, Publisher & Printer; out the country. We here in the South East had a dry harvest after a doubtful start. I actu- ally had to dry all my corn because my contractor was really on the ball in getting the com- P.A.& R Stephens bines rolling, although later harvested crops all came in at under 15%. Elsewhere it never Moor Farm seemed to stop raining – a real East/West split in the country. November has just passed West Heslerton Malton and it has been the wettest for many years – and still we seem to get an unending succes- North Yorkshire sion of rain-bearing fronts crossing the country.
    [Show full text]
  • GENERAL AVIATION REPORT GUIDANCE – December 2013
    GENERAL AVIATION REPORT GUIDANCE – December 2013 Changes from November 2013 version Annex C – Wick Airport updated to reflect that it is approved for 3rd country aircraft imports No other changes to November version Introduction These instructions have been produced by Border Force are designed and published for General Aviation1 pilots, operators and owners of aircraft. They help you to complete and submit a General Aviation Report (GAR) and inform you about the types of airport you can use to make your journey. The instructions explain: - What a General Aviation Report (GAR) is What powers are used to require a report Where aircraft can land and take off When you are asked to submit a General Aviation Report (GAR); When, how and where to send the GAR How to complete the GAR How GAR information is used Custom requirements when travelling to the UK The immigration and documentation requirements to enter the UK What to do if you see something suspicious What is a General Aviation Report (GAR)? General Aviation pilots, operators and owners of aircraft making Common Travel Area2 and international journeys in some circumstances are required to report their expected journey to the Police and/or the Border Force command of the Home Office. Border Force and the Police request that the report is made using a GAR. The GAR helps Border Force and the Police in securing the UK border and preventing crime and terrorism. What powers are used to require a report? An operator or pilot of a general aviation aircraft is required to report in relation to international or Channel Islands journeys to or from the UK, unless they are travelling outbound directly from the UK to a destination in the European Union as specified under Sections 35 and 64 of the Customs & 1 The term General Aviation describes any aircraft not operating to a specific and published schedule 2 The Common Travel Area is comprised of Great Britain, Northern Ireland, Ireland, the Isle of Man and the Channel Islands Excise Management Act 1979.
    [Show full text]
  • General Aviation Report (GAR) Guidance – January 2021
    General Aviation Report (GAR) Guidance – January 2021 Changes to the 2019 version of this guidance: • Updated Annex C (CoA list of airports) Submitting a General Aviation Report to Border Force under the Customs & Excise Management Act 1979 and to the Police under the Terrorism Act 2000. Introduction These instructions are for General Aviation (GA) pilots, operators and owners of aircraft. They provide information about completing and submitting a GAR and inform you about the types of airport you can use to make your journey. The instructions explain: 1. What is General Aviation Report (GAR) 2. Powers used to require a report 3. Where aircraft can land and take off 4. When, how and where to send the GAR 5. How to submit a GAR 6. How to complete the GAR 7. How GAR information is used 8. Customs requirements when travelling to the UK 9. Immigration and documentation requirements to enter the UK 10. What to do if you see something suspicious 1. General Aviation Report (GAR) GA pilots, operators and owners of aircraft making Common Travel Area1 and international journeys in some circumstances are required to report or provide notification of their expected journey to UK authorities. The information provided is used by Border Force and the Police to facilitate the smooth passage of legitimate persons and goods across the border and prevent crime and terrorism. 2. Powers used to require a report An operator or pilot of a GA aircraft is required to report in relation to international or Channel Island journeys to or from the UK under Sections 35 and 64 of the Customs & Excise Management Act 1979.
    [Show full text]
  • Skydivethemag.Com British Parachute Association
    August 2014 skydivethemag.com British Parachute Association skyDIVEthe mag 1964-2014 INSIDE: WINGSUIT NATIONALS HIGHLIGHTS HOW TO RUN A UNIVERSITY CLUB THE FREEFALL CAMERA PROJECT PEOPLE IN THE SPORT – JAMIE FOWLER EXIT ZONE 8-WAY SPECIAL NEW BAHRAIN DROPZONE 2014 COMP RESULTS PLUS ALL THE LATEST NEWS, IDEAS AND EVENTS WELCOME This August edition of the Mag has been carefully put together to refl ect the time of year in the hope that the articles will be put to use straight away. If you’re an FS competitor, perhaps a 4-way jumper wondering about entering the 8-way Nationals, then this issue’s Exit Zone has been designed with you in mind. Our National team explain what to do in all nine slots (yes, nine, not eight – don’t forget camera) so that you can bring your copy to the creeper pad. We’re also trying something new – if you are reading this in the App or online, you can click on the article and watch MicroClim8 come to life with a short instructional video on their 8-way exits and how to fi lm them. If you’re a university student, then Freshers’ is not that far away now – time to get your club organised with the help of Ali and Lucy’s excellent article on p25. It brought back fond memories of my time as Bristol University Club Captain 2002-3. University clubs really are a fantastic route into the sport. One thing I didn’t manage at uni, though, was to incorporate skydiving into my degree like the Freefall Camera guys have done! Read their story so far on p20, and watch out for updates as they continue the project into the next academic year.
    [Show full text]
  • Together We Save Lives
    MAGAZINE LIFTOFF#55, march 2020 Together we save lives celebrate 20 years together at the Norfolk Show Ball p. 16 We’re a big step closer Registered charity in England to going 24/7 p.4 and Wales number 1083876 ISSUE 55 | CONTENTS. contents. Welcome to Lift Off 3 In the news 4 Get Up and Go Yellow 6 P. 4 Volunteer celebration event 7 RePHILL trial 8 Left to Right: Gemma Mckail, Ruth Sidebottom, Barbara Stapleford, Lucy Whigham and Jenny Mitchell What's coming up 10 Aviation area 12 WELCOME staff members, from many different Clinical corner 13 departments, bringing their own areas of Views from the crews 14 to Lift Off #55 expertise into one amazing team. Help us celebrate 16 It’s been a busy start to 2020 for us, with the They will be dealing with all inbound Meet the team 18 biggest change being we have now officially queries via email and telephone, thanking Gifts in wills 20 moved out of our base at Hangar E in and processing donations, sending out Trek 24 21 Norwich so that we can move forward with fundraising ideas packs and making calls P. 12 The McQueen Charter 22 our plans to become 24/7 by helicopter. to all our fantastic event participants Patient stories 23 Find out more on the next page! We are (supported by a group of amazing A great big thank you 24 also pleased to have two new fundraising volunteers) plus much, much more. Lottery application 26 events for 2020, a brand new Trek 24 walk in Bedfordshire (p21) and a charity ball in To enable us to do this effectively, we have contact us Winter raffle update 27 June to help us celebrate 20 years of saving merged several general email addresses All correspondence: lives! (p16) and phone numbers, all now streamlining EAAA, Hangar E, Gambling Close, Norwich Airport, into: [email protected] and 03450 669 999 Norwich, NR6 6EG In January we also saw the launch of EAAA’s which are answered by this team.
    [Show full text]
  • General Aviation Report (GAR) Guidance – July 2018
    General Aviation Report (GAR) guidance – July 2018 Changes to the March 2015 version of this guidance: • Change in Police logo • New emergency contact details • New contact details for the National Advice Service • Updated Annex C (CoA list of airports) • Police authority contact details (ANNEX D) Submitting a General Aviation Report to Police under the Terrorism Act 2000 and to Border Force under the Customs & Excise Management Act 1979. Introduction These instructions produced by Border Force, are designed and published for General Aviation pilots, operators and owners of aircraft. They help you to complete and submit a General Aviation Report (GAR) and inform you about the types of airport you can use to make your journey. The instructions explain: 1. What a General Aviation Report (GAR) is 2. Powers used to require a report 3. Where aircraft can land and take off 4. When, how and where to send the GAR 5. How to submit a GAR 6. How to complete the GAR 7. How GAR information is used 8. Customs requirements when travelling to the UK 9. Immigration and documentation requirements to enter the UK 10. What to do if you see something suspicious 1. What a General Aviation Report (GAR) is General Aviation pilots, operators and owners of aircraft making Common Travel Area1 and international journeys in some circumstances are required to report their expected journey to UK authorities. The GAR is used by Border Force and the Police to facilitate the smooth passage of legitimate persons and goods across the border and prevent crime and terrorism. 2. Powers used to require a report An operator or pilot of a general aviation aircraft is required to report in relation to international or Channel Islands journeys to or from the UK, unless they are travelling outbound directly from the UK 1 The Common Travel Area is comprised of Great Britain, Northern Ireland, Republic of Ireland, the Isle of Man and the Channel Islands 1 to a destination in the European Union as specified under Sections 35 and 64 of the Customs & Excise Management Act 1979.
    [Show full text]
  • Airprox Assessed at the September 2015 Meeting
    Assessment Summary Sheet for UKAB Meeting on 16th Sep 2015 Total Risk A Risk B Risk C Risk D Risk E 20 7 6 4 1 2 Aircraft 1 Aircraft 2 Airspace ICAO Airprox Cause (Type) (Type) (Class) Risk The TMA (NE) controller’s inadvertent instruction led to the EMB190 pilot descending in to conflict with the ATR42. Contributory: 1. The Thames controller missed the EMB190 pilot’s altitude report. 2. Mode S garbling. 3. Thames controller ATR42 EMB190 London TMA 2015055 distraction whilst making an C (CAT) (Civ Trg) (A) operational call with Southend. 4. Neither controller were practised in the implications of the Southend airspace change. Recommendation: The CAA and NATS plc review the process of the introduction of the Southend CTR. L410 BE20 London FIR The L410 and the BE200 pilots 2015066 B (CAT) (Civ Pte) (G) flew into conflict. ASK13 PA28 London FIR Effectively, a non-sighting by both 2015067 A (HQ Air Trg) (Civ Pte) (G) pilots. The EC145 pilot flew close enough to the Chinook to cause Chinook EC145 London City CTR its pilot concern. 2015069 C (JHC) (NPAS) (D) Contributory: The EC145 pilot did not communicate his intentions to the Chinook crew. The C208 crew allowed the parachutists to jump despite being informed of the approaching C208 C182 London FIR 2015070 C182. B (Civ Comm) (Civ Pte) (G) Contributory: The C182 pilot flew through a promulgated and active parachute jump site. C525 DR400 London FIR The C525 pilot was concerned by 2015071 C (Civ Comm) (Civ Pte) (G) the proximity of the DR400.
    [Show full text]
  • General Aviation Report
    General Aviation Report Completion and Submission Instructions Instructions for completion Aircraft Details 1. Aircraft registration should be as per ICAO flightplan – no hyphens or spaces 2. Type should be ICAO abbreviation or in full 3. Usual Base – Airfield/Airport where aircraft is normally or nominally based 4. Owner/Operator – Registered owner or operator of aircraft 5. Crew contact no. – Should be supplied in case of queries with your GAR 6. Is the Aircraft VAT paid in the UK/Isle of Man – YES or NO 7. Is Aircraft in ‘Free Circulation’ within the EU – YES or NO Aircraft imported from outside the EU are in free circulation in the EU when all import formalities have been complied with and all duties, levies or equivalent charges have been paid and not refunded. Free circulation aircraft that have previously been exported from the EU maybe eligible to Returned Goods relief subject to certain conditions, see Notice 236. For general enquiries about aircraft imports contact the Advice Centre on 01624 648130 Flight Details 1. Departure/Arrival – From & To can be ICAO code or in full if ‘ZZZZ’ would be used in the flightplan 2. Time – should be in UTC 3. Reason for visit to EU – Based – Aircraft is based within the EU and all import formalities have been completed Short Term Visit a) For aircraft not in free circulation and registered outside the EU, temporarily imported for private or commercial transport use – relief from customs import charges may be available under ‘Temporary Admission’ – see Notice 308. Whilst under Temporary Admission only repairs to maintain the aircraft in the same condition as imported may be carried out.
    [Show full text]
  • Annual Report
    2019 ANNUAL REPORT COMMUNITY SPORTS FOUNDATION 03 contents 05 Overview 06 Build the Nest 08 Fundraising 12 Run Norwich 14 Football 16 Summer Cup 18 Disability 20 Schools 22 Education 24 Over-55s 25 Equality, diversity & inclusion 26 Premier League Kicks 27 Street Life Soccer 28 NCS 30 Kids’ courses 32 Finance Community Sports Foundation Annual Review 2019 05 overview The Community Sports Foundation is It’s vital to measure the tangible outcomes: reduction in anti-social behaviour, increased activity levels, and the official charity partner of Norwich improved attainment in the classroom being just a City Football Club and we use the handful, but we try to ensure that each member of our team reflects on the immeasurable difference that power of that association to engage they make on so many throughout their working week. with thousands of people and make 2019 was a significant year for the Foundation as a difference in each of their lives. we neared our long-term vision of building phase two of The Nest, our community hub in Horsford. We developed our new vision towards the end of We opened phase one in September of 2018 2019 -“to support, inspire, and improve our community” and are already using the site to great effect, -and that is exactly what each of our vast range of having welcomed over 6,000 through the gates programmes does in its own way. for a variety of sessions, events, and residentials. It’s easy sometimes in our line of work to focus There is more information on The Nest in the coming on the tangible outcomes from our programmes, pages, and it details the incredible support we have such as the number of qualifications our Football received from Norwich City Football Club, who have and Education participants have walked away with, helped us to launch acampaign to raise the final one or how many people have completed their first million pounds needed to complete construction, by ever organised run by taking part in our own Run pledging to match-fund up to half a million pounds.
    [Show full text]
  • Item 7 Ellough Airfield
    PLANNING COMMITTEE – 13 November 2018 7 APPLICATION NO DC/18/3685/VOC LOCATION Land adjacent to Ellough Airfield, Benacre Road, Ellough EXPIRY DATE 4 December 2018 APPLICATION TYPE Variation of Condition APPLICANT Next Energy Solar Holdings 3 Ltd PARISH Ellough PROPOSAL Variation of Condition No.4 of DC/12/1113/FUL - Installation of a 30MW solar farm and associated infrastructure - Proposed that condition 4 be amended to read: "The planning permission hereby granted is for a period from the date of this decision until the date occurring 40 years after the date of commencement of the development hereby permitted. Written notification of the date of commencement shall be given to the Local Planning Authority no later than 14 days after the event." 29 1 SUMMARY 1.1 This application proposes an amendment to the permission for a solar farm granted permission in 2015. It seeks to extend the life span of the existing solar farm from 25 years to 40 years 1.2 The application is referred to committee as it is a major application. 2 SITE DESCRIPTION 2.1 The application site comprises approximately 48ha of land to the south east of Beccles, within the former Ellough airfield. 2.2 To the east, south and west of the site is mainly agricultural land. To the east of the site there is also the existing Beccles Airfield, beyond which is more agricultural land. Directly to the north of the site is an industrial estate and to the north west is a karting track and Regal Tanks, an industrial storage provider.
    [Show full text]