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


CPS advises Ashcroft to apply pressure on the CAA.re: LAC non compliant ops Day 1870

Steve Jary, Prospect: ‘There’s a general lack of resilience in the CAA. They failed on all the safety inspections and checks there should have been before the Shoreham air show disaster.The UK 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



AAIB has called for UK GOV to review the way the entire industry.. is regulated by the CAA
  

The Org itself operates in an unregulated bubble, challenged only by Judicial Review
  






The Org criticised for not assessing risks to A Level As low as Reasonably Practicable
 

Ex CAA employee wrote .. CAA wont invoke endangerment laws unless people died
 
A CAA operative wrote he's hoping to survive the CAA to become a full time Hooligan.
 

A CAA operative wrote she's 'guided by the AAIB' [and not the Civil Aviation Act 1982]
  

15,000 Ashcroft road users remain under ransom by the LAC with any type of aircraft

AAIB reports are now admitted as evidence in Litigation arising from aviation accidents



  

UK CAA are so keen to look away from LAC HE non compliant ops towards our road



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


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"




  
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







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"

 


 

 


  


     

   
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"

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

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