INSIGHT You’ll need one of these


There are also a few activities for which while money may change hands, are also covered by Part-NCO, rather than the more extensive requirements for commercial air transport or commercial specialised operations. This currently includes most general aviation activities such as flight training, cost-shared flights, competitions, or indeed flying displays, introductory flights, parachute dropping, and sailplane towing in club environments such as the British Gliding Association (BGA). When flying non-complex EASA aircraft


for pleasure, or when instructing and examining, Part-NCO regulations will apply. For those flying non-EASA aircraft, you must refer to similar operations regulations found in the UK Air Navigation Order 2016. EASA regulations are typically a list of implementing rules expanded on by use of an Acceptable Means of Compliance (AMC), which put the ‘meat on the bone’; the AMC typically tells you how you might comply with that rule. For example, in Part-FCL, FCL.210.A talks about the dual and solo flight training requirements for the PPL course; the associated Acceptable Means of Compliance (AMC1 FCL.210.A) describes the PPL training exercises within the syllabus. The wording in the AMC talks about how pilots ‘should’ do something – what this actually means in practice is that you ‘must’ do this unless an alternative means of compliance has been accepted by EASA and is used. Where Part-NCO differs from other EASA


regulations is that an operator may use an Alternative Means of Compliance without submitting to the national authority how you might achieve compliance. So, for Part-NCO it’s non-binding in that you don’t actually need to tell the CAA how you’re going to comply – you just need to comply and be able to demonstrate it if asked.


PILOT IN COMMAND RESPONSIBILITY When complying with the relevant


1 Flight Crew licence (*only required when exercising the privilege of a Part-FCL licence). 2 Aircraft Flight Manual or Pilot Operating Handbook (AFM/POH), aeronautical charts, interception procedures, filed ATS flight plan if applicable, and Minimum Equipment List if one is declared. 3 Certificate of Registration, Certificate of Airworthiness and associated Airworthiness Review Certificate, third party liability insurance certificate, journey log and, if applicable, noise certificate, aircraft radio licence and specific approvals such as Low Visibility Operations. The lesser spotted Aircraft Flight Manual


legislation (Part-NCO for EASA aircraft and the ANO for non-EASA aircraft), it’s fair to say that any pilot who diligently checks the weather, NOTAMs and operates the aircraft in the same way as if it were a flight with your friendly examiner would easily fulfil the responsibilities listed within the relevant legislation. Where we see examples of pilots falling


foul of the law, there are typically a number of voids where the pilot has omitted fundamental checks within their pre-flight routine or in-flight considerations.


DOCUMENTS TO BE CARRIED Let’s assume we are off to a local fly-in, what documents should we carry? What about a quick trip for lunch abroad? The answer is not as simple as you might think and will depend on whether you’re operating an EASA aircraft or non-EASA aircraft. We can separate the documents into those you might wish to use in-flight, and those used to prove the status of the pilot and aircraft. A summary of document carriage requirements can be found in the table below:


Reference A to A


A to B International


WHAT DOCS DO I NEED TO CARRY – AND WHEN? EASA aircraft NCO.GEN.135 (1)(2)


(1)(2) (1) (2)


(3)


(AFM) and Minimum Equipment List if one is declared, is now required in the aircraft on all flights carried out under Part-NCO. Often found in the broom cupboard of your local flying club, this useful and under- read document must now be carried (electronically is acceptable) on all flights for pilots to use as a reference if needed. I’m pleased to see that some flying clubs are now making these available online, which will allow pilots to better familiarise themselves with the content. Current charts for the route or area of


flight and possible diversions are also on the list of documents. There’s no stipulation that these must be paper charts, but sensible pilots might consider an in- flight back up of some sorts when using electronic charts. That said, I do recall an occasion when flying solo in the rear seat of a Piper J3 Cub with the door fixed open on a warm summer evening, a brief glance at the chart to check my progress then placing the chart by my side only to find it sucked out of the open door moments later. My tale predates modern handheld devices, but looking back an electronic back up would have been useful... Previously required only on international


Non-EASA aircraft ANO Schedule 10 (1)*


(1)* (1)


(2)except AFM/POH (2)


12 CLUED UP Autumn/Winter 2016


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