An Update on the UK Regulations for Model Flyers

[Frank Skilbeck]

I'm really confused now, so we will register as an operator with either the LMA, BMFA etc but we don't need any pilot competency to do this, but we do for a flyer ID, is that correct?
If I register through the LMA will I get Operator and Flyer IDs from the CAA? or just an Operator ID? and then if Mr Plod comes along I show him this and the LMA/BMFA proficiency or do I need to get a Flyer ID from the CAA?
If it's the former can I get my Operator ID via the LMA and then use my BMFA A/B cert as proof of competency?

BTW I did the LMA online test got a return email within seconds, but a club mate completes the test but doesn't receive an e-mail, are there some gremlins in the system?

[Rob Buckley]

If you go on the CAA website, register as an operator and pass the pilot competency test you will get an operator ID and a flyer ID. You don't need an operator ID to get a flyer ID and you don't need a flyer ID to get an operator ID.

A CAA flyer ID just shows that you have passed the CAA competency test.

You do not need a flyer ID if you have CAA exemption 1331 here hold one of the certificates that it lists and are a current member of the association that gave you that certificate.

If you register as an operator through the LMA or another association, you will get a CAA operator ID directly from the CAA in early February. You will not get a flyer ID, and you don't need one or any other certificate to request operator registration.

CAA permission 1332 here means you don't have to be registered as an operator as long as you are a member of one of the listed associations, and will need to have requested registration before 31 January 2020.

If nabbed by the fuzz, just show them the CAA exemptions and your membership card and you're all covered.

There was an issue with the LMA online test last weekend, but should be all working now.

[John Greenfield]

Interesting point guys.

Exemption 1331 states in para 3 that you must carry a copy of the exemption along with proof of competency.

"A copy of this exemption, along with a copy of the relevant documents (membership and award certificate)referred to in paragraph 2 above must be carried by the remote pilot when making use of this exemption"

Make sure you print off a copy and carry it with your membership card !!!

John

[Bob Thompson1894]

I have for some years, carried my BMFA, LMA and club cards in my Tx case. Seems logical. I can add my B and LMA prof to the wad- it will help insulate the transmitter!

[Rob Buckley]

You don't need the actual certificates if it says on your association membership card/document what qualifications / certificates you have.

[Bob Thompson1894]

or you can have them on your phone as a .pdf

[John Greenfield]

You don't need the actual certificates if it says on your association membership card/document what qualifications / certificates you have.

Yes Rob, but it does say you need to carry a copy of the 1331 Exemption !
J

[Bob Thompson1894]

We will be needing a log book bigger than Captain Kirks before long...

[chris-berry]

We've got copies of exemptions in our club hut. Alternatively you could keep copies in the car.

It'll only be an issue on public sites. The plod are not able to keep up with county lines drugs gangs, cash machine thefts and car thefts, so a few old boys flying toy spitfires (as everything is a spitfire) is the least of their problems.

[Rob Buckley]

It's 2 sheets of paper from the caa to stick in the bottom of your tx box on the off chance the feds turn up.
That and your membership doc is all you need.

[Alan Cantwell 1131]

Any ideas on the stick numbers on the plane bit yet?

[Rob Buckley]

Nothing's changed since the last email I sent to everyone a couple of weeks ago-

Aircraft Marking - For Everyone

As an operator, you will have to mark all of your in-scope aircraft-
- On the fuselage (or main body)
- In clear block capital letters at least 3mm high
- Visible from the outside or inside an access door that can be opened without any tools
- Secure and safe from damage

[Steve Perry]

In ink that has run due to a slight splash of fuel

[Alan Cantwell 1131]

That’s what I mean, if you sell the airframe, you want to be able to remove the number, so can we not devise an adhesive pouch, that a number can be slid into, think of all the airframes you have guys, do you want to go writing all over them? Really?

[Bob Thompson1894]

With all the obviously illegal number plates I see around and nobody gets done for, is plod going to go around looking at models with a magnifying glass? And how do you check if a number is correct? Pointless. Incidentally, the BMFA is giving a copy of the exemption with their mag. Saves you printing it.

[Rob Buckley]

The exemptions will be in the next LMA journal, to cut out & keep. Will be with you before Christmas.

[Ian Stromberg]

Pilot A and Pilot B are both registered operators. Pilot A asks Pilot B to test fly his model. The model crashes and causes third party damage. Any insurance claim would be made against Pilot B as he was flying the model. If the location and nature of the crash indicate that the law has been broken and the CAA decide to prosecute, who will be prosecuted? The pilot (Pilot B) or the registered operator (Pilot A) or both?

[Steve Mansell]

As I understand it, pilot a would be prosecuted for allowing the flight, and pilot b for carrying out the flight. It may be that both are charged with one offence as "joint enterprise". If the video of the illegal flight was posted on YouTube, and the FTC thought it might appeal to children, then both pilots could be extradited to the USA for breaching Children’s Online Privacy Protection Act (COPPA).
Have fun,
Steve

[Steve Mansell]

The above is all tongue in cheek.

[Rob Buckley]

Pilot A and Pilot B are both registered operators. Pilot A asks Pilot B to test fly his model. The model crashes and causes third party damage. Any insurance claim would be made against Pilot B as he was flying the model. If the location and nature of the crash indicate that the law has been broken and the CAA decide to prosecute, who will be prosecuted? The pilot (Pilot B) or the registered operator (Pilot A) or both?

They may well both be registered as operators, but do either of them have remote pilot competency?

When a small unmanned aircraft flies, both the operator and the remote pilot of that aircraft have responsibility in the ANO, so may well be in for a good hard prosecuting.