Watch the replay of our panel event, featuring guests Rachael Caston (Director UK Airprox Board), Matt Lane (CFI, Brize Norton Flying Club) and Ellie Carter (GA pilot and Chair of YES).

Thank you for submitting all of your questions prior to and during the event, unfortunatley we ran out of time to answer them all, so here are the ones we didn’t get to:

• Rachael, what is the most effective barrier for you in terms of avoiding an Airprox?       Anonymous Attendee                       

It really is a combination of all things but “See and Avoid” is the final and most effective barrier - complemented by using the other barriers like your electronic conspicuity and your pre-flight planning, routing and your communications - all of these things will allow you to release capacity in the air and maintain an effective lookout - Rachael

•  To what extent do you think that the configuration of UK Airspace, e.g., with the London TMA squeezing aircraft into a narrow range of latitudes, is a contributing factor to airprox events? What feedback loop is there between GA safety considerations and the classification of airspace?        Anonymous Attendee

Airprox are of course influenced by traffic density (although they do also occur where it seems that the aircraft involved are the only two in the sky at that time!). It is unfortunately a fact that, given the geographical constraints of our landmass and the significant number of large airfields situated in the UK and the intense nature of Commercial Air Transport and the aviation industry as a whole, that Controlled Airspace is established in accordance with ICAO principles to contain those Air Traffic Control Services required to protect commercial carriers and those people and cargo whom they transport. 

Controlled Airspace is minimised in its lateral and vertical dimensions in accordance with national policy and is under constant review by the CAA, not only to ensure that it is suitable and relevant for now, but that it will remain so in the future. The CAA has (very) recently established an Airspace Classification team whose role is to review all airspace constructs and propose amendment where deemed appropriate – that work will look at the usage and effect of airspace structures and will engage heavily with ALL airspace users, airspace control authorities and others affected by potential airspace use.

On feedback mechanisms: The CAA employs various feedback loops through formal meetings and information exchanges such as with the GA partnership, NATMAC and the Mid Air Collision Challenge Group.  In addition, extensive stakeholder consultation is undertaken by the sponsor with every Airspace Change Proposal to ensure that the implications can be thoroughly understood.  The CAA, as the final decision-maker of such proposals, must satisfy itself that all has been done to understand the effects of change on all interested parties - Rachael

• Doesn’t using listening squawk reduce situational awareness of other aircraft operating in the same area? It might help with infringements but doesn’t help airprox        John W

True - it was never designed to prevent an Airprox - it was designed to give ATSUs an easy way of contacting you should they need to if you seem to be getting close to Controlled airspace. Active communication is always the best way - be it a deconfliction, traffic or a basic service. - or even the low-level common frequency! – Rachael

• Is it worth calling London Info in areas where there is no LARS?    Anonymous Attendee                       

Personally - I would say yes, as any information you can give and receive helps but bear in mind they can only tell you what they know about - so look out! - Rachael

• An MOR ECCAIRs is almost impossible to submit easily, electronically…     Jonathan S     

We’ve put together this handy article with guidance and links to help assist those wishing to submit a report. 

• Please provide a list after the session of the various tools and apps that have been mentioned.           Bob D

As promised Bob, you can find all of the resources and apps we discussed at the panel event here - Astral

• Do you think Just Culture is properly applied throughout the CAA?          Ian S

Just Culture is a critical part of the CAA’s safety culture and, frankly, it couldn’t deliver on its safety commitments without it. In terms of the GA sector, the benefits of Just Culture principles go beyond transparency and the ability to challenge regulatory decisions.

We are sure the CAA would agree that while Just Culture is widely accepted throughout the commercial aviation sector in the UK and across Europe there is work to be done in developing a fuller understanding of across the many parts of General Aviation. In April, they published their response document to the consultation on UK General Aviation opportunities after leaving EASA, and within this report, 12 changes to ways of working were identified. They included the appointment of a CAA GA Unit member of staff who is also a practising GA pilot as a GA ‘just culture’ champion. This appointment is underway at the present time.

 As part of our role to provide bespoke, targeted safety campaigns for the GA community we will also be discussing a Just Culture and how it can be applied to the GA community -Astral

• Is Mike Ling going to do the next video? He was great. Also, what are going to be your focus points for your next video?      Anonymous Attendee

We agree, Mike was fantastic, and it was great to have him on board for our LoSS Materials. We’re really excited to partner with Kanchana Gamage from the Aviatrix Project for our upcoming projects! We’ll be focusing on Loss of Control as our next safety theme, moving on to Inadvertent IMC and Human factors later in 2021 - Astral

• How can you submit an Airprox with an unidentified flying object? Rai S

The best way of reporting ANY Airprox is either through their Website or app (type in UKAB on the appstore).  Both are mobile device compatible and the forms are comprehensive.  The most important thing is to capture as much information and detail as you can remember.  There is no difference in the way to report an encounter with a Drone or any other Remotely Piloted Air System or unknown object than there is in reporting an airprox with a piloted vehicle – but I would add that the more detail on the configuration of the RPAS/Object will help us to determine if it was indeed a RPAS and not an unknown object.

Remember an Airprox is defined as “A situation in which, in the opinion of a pilot or a controller, the distance between aircraft, as well as their relative positions and speed was such that the safety of the aircraft involved was or may have been compromised.” So the only criteria as such is your perception or the perception of a ground controller - Rachael 

• Hi Ellie, I’ve just started learning to fly, what advice would you have for young females in my position?

It’s hard to give advice from a young perspective and a girls’ perspective as it is quite hard to get into aviation, because you’re quite often the odd one out. I’d say to work as hard as possible and take advantage of every single moment you get because you get to do some amazing things. So work at it, and ask as many questions as possible, everyone is out there to help – Ellie

You can also check out the BWPA (British Women’s Pilot’s Association) or the Aviatrix Project if you’d like advice/to network with other female pilots from all walks of life - Astral