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Mort's Lanc's Aero Club continue to ransom 15,000 Ashcroft road users with any type of aircraft

Public safety .. No Hooligans working for the UK Civil Aviation Authority please

CAA website:“Civil aviation is very tightly regulated to help ensure the highest levels of safety. Basic international regulations are set by a United Nations body called ICAO"

Ashcroft public injured by LAC HE non compliant ops: the following will be held to account:

Here at the Civil Aviation Authority we have a framework of values and behaviours that guide the way we workThese aren’t empty words, they underpin everything that we do

Letter to Richard Moriarty [CEO CAA] re: LAC non compliant high energy flight ops  here

Steve Jary"The CAA are no longer confident that they can do their job keeping the public safe but they can’t speak out: about 30 have left with confidentiality agreements in their exit packages





Prospect calls for CAA to be broken up

Prospect has called for the UK’s aviation regulator to be split up, in a letter to transport secretary Patrick McLoughlin, amid concerns that safety is no longer its paramount concern

  • Cost-cutting and an overstretched workforce at the Civil Aviation Authority have increased the risk of air accidents in Britain, according to a leaked internal report.
  • This was drafted by the CAA but never released.
  • It criticised failings, including in monitoring of flight training and licensing of pilots – and said the CAA did not have the resources to do their job properly.
  • The provisional report – produced by the CAA’s head of strategy and safety assurance at the request of senior directors (Mark Swan)– warned that the problems it identified were “those most likely to feature as contributory causal factors in aircraft accidents”.
  • A survey showed that fewer than 10% of employees believed their colleagues had time to undertake important safety activities to an acceptable standard.
  • Fewer than 20% of staff agreed that all of the organisation’s important safety functions were adequately covered.
  • It said: “Significant staff reductions … have led in some cases to insufficient access to expertise.” …. “in all areas reviewed, there is evidence that the resources available … are at minimum levels.
  • There is a general lack of resilience.”
  • The CAA had failed on all the safety inspections and checks there should have been before the Shoreham air show disaster.

How bad does it have to get, before the Court's take over to protect the general public?

'Here at the Civil Aviation Authority we have a framework of values and behaviours that guide the way we work. These aren’t empty words, they underpin everything that we do'

2018: The UK Civil Aviation Authority continue to mislead Her Majesty's Courts re:

Non-compliant LAC high energy aircraft taking-off [and] landing towards 15,000 members of our Community, exercising their lawful rights to use our boundary road each year.  

2006: Regulatory review of GA"for securing the safety of air navigation and the safety of aircraft and of persons and property carried therein, [and] for preventing aircraft endangering other persons and property". The UK Rules of the Air Regulations are enabled under the ANO"

How bad does it have to get, before the Court's take over to protect the general public?


Seventeen months before the Shoreham Airshow an ex-CAA expert states [2014]

Quote: "The CAA is unlikely to invoke Articles 137 & 138 [Endangering] unless someone has been seriously injured or killed by the reckless or negligent actions of a pilot"

Was the author of this statement out of touch with the Directorate of Airspace Policy?

UK Civil Aviation Authority described as "A big hydrogen balloon waiting to burst"


UK CAA 'endangerment laws only invoked after deaths & injuries' WS to Shoreham Coroner here










CAA's Chris Finnigan [self proclaimed Motorcycle & Microlight hooligan] states on 1:57pm 17 Oct 2012 ... "In private flying the law does not impose any specified safety factor.." 

Mr Finnigan, please explain this microlight philosophy  to the relatives of the deceased on our eastern boundary road due to a LAC 'high energy' aircraft overrunning our 500m grass runway, using unfactorised take-off performance data [ah you're retired. Don't worry we'll explain this deficiency to a Court in your absence. D-EARY has 5 times the inertia of any aircraft that you've ever experienced]

Compare Finnigan's comments above with an expert experienced in high energy aircraft ops
Geoff Connolly [BAAC expert]
 ... email 05/29/14 at 9:33 AM
"Steve, the ‘reasonable steps’ referred to in the ANO, and the effects of sub para (a) below, make it very difficult to ignore the performance information in the Flight Manual.


Commander to be satisfied that flight can be safely completed
87 The commander of a flying machine must, before take-off, take all reasonable steps so as to be satisfied that it is capable of safely taking off, reaching and maintaining a safe height and making a safe landing at the place of intended destination having regard to:
(a) the performance of the flying machine in the conditions to be expected on the intended flight

So LBA rules, and you have to go with performance as in the flight manual, but the pilot must, in my opinion, have regard to the factors in 
SSL 07, para 10, in order to comply with ANO 87"

UK Civil Aviation Authority describe themselves as "Specialist Regulators"

The UK CAA have displayed an appalling lack of integrity regarding risks to the public 

The LAC continue to take advantage of this farce by ransoming our community with their high energy aircraft [non-compliant with CAA safety documents]

1. Civil Aviation Authority (UK)

CAA regulatory review of GA: "for securing the safety of air navigation and the safety of aircraft and of persons and property carried therein, [and] for preventing aircraft endangering other persons and property". The UK Rules of the Air Regulations are enabled under the ANO"

2. Civil Aviation Authority (UK) 
QUOTE ....Accidents such as failure to get airborne, collision with obstacles after take-off and over-run on landing occur frequently to light aeroplanes. Many have happened at short licensed runways, as well as strips, often when operating out of wind or where there was a slope. Poor surfaces, such as long or wet grass, mud or snow, were often contributory factors. Many, if not all, of these performance accidents could have been avoided if the pilots had been fully aware of the performance limitations of their aeroplanes. The pilot in command has a legal obligation under EU Part-NCO and Article 87 of the Air Navigation Order 2009, which require the pilot to check that the aeroplane will have adequate performance for the proposed flight .. UNQUOTE

SSL 07: 8(c) "You should always ensure that after applying all the relevant factors .... the Landing Distance Required (LDR) from a height of 50 feet does not exceed landing Distance Available"

3. Civil Aviation Authority (UK) 
QUOTE .... Unlicensed aerodromes and private strips are often used by pilots and private owners. They may be more convenient or cheaper than licensed aerodromes; however, they do require special consideration. Approximately one third of GA Reportable Accidents in the UK occur during take-off or landing at unlicensed aerodromes .. UNQUOTE Web Site Design Company : eCommerce Software Shopping Cart Solutions