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Cardiovascular risk assessment for pilots and air traffic controllers |
The CAA have published updated guidance for assessing cardiovascular risk assessment for pilots and air traffic controllers. The updated guidance can be found here.
Once again, the CAA Aeromedical department have updated cardiovascular risk assessment guidance without consulting stakeholders and without any justification based on factual data or evidence of proportionality. AOPA have challenged this since the change in guidance was originally made and have recently raised the matter again with the Chairman of the CAA. Perhaps in response to the AOPA challenge, while risk levels remain at >=10% for Class 1 medicals, for Class 2 and 3 medicals this is now >=15% and >=25% for LAPL (which is no longer issued by the UK CAA). Risk is still based on QRISK3, which has been discredited as over calculating risk for older persons and is not the approved cardiovascular risk calculator in Scotland. The NHS recommended risk calculator for Scotland is ASSIGN
While the higher risk levels are welcome, there would appear to be no logical reason why a Class 2 or 3 risk level should be set lower that a LAPL (or eventually a UK NPPL) licence holder.
Additionally, where an elevated cardiovascular risk assessment, based on the discredited QRISK3 calculator, is made the applicant for a medical will be required to take an Exercising ECG every two years – this appears to be in addition to the requirement for a resting ECG of the same periodicity for over 50’s and needs clarification from the CAA.
Where additional national requirements are introduced, they should be supported by clear evidence of safety benefit and assessed for unintended consequences. Currently, data collected by AOPA suggests that the vast majority of pilots undergoing additional testing are subsequently cleared to fly, but only after high extra costs of tests.
Good regulation should target demonstrated risk, not create unnecessary cost, complexity and barriers to participation.
The CAA has adopted an approach that appears to go beyond the baseline intent of ICAO standards by introducing repeated population screening, reliance on QRISK3 thresholds and periodic exercise ECG requirements.
ICAO establishes minimum medical standards but does not prescribe this level of intervention. This is a policy decision on the part of the CAA and potentially damages activity and growth in our sector of aviation and an example of gold plating.
AOPA UK will continue to challenge these new guidelines as they exceed ICAO medical standards and have not been justified on factual data or proportionality and are likely to drive more pilots to PMDs and take them out of any medical examination requirement.
The guidance covers a full range of cardiovascular conditions. The following extracts are likely to be of most interest:
Blood Pressure (BP):
(1) Applicants' blood pressure shall be recorded at each examination.
(2) Applicants whose blood pressure is not within normal limits shall be further assessed with regard to their cardiovascular condition and medication with a view to determining whether they are to be assessed as unfit in accordance with points (3) and (4).
(3) Applicants for a class 1 medical certificate with any of the following medical conditions shall be assessed as unfit:
(i) symptomatic hypotension;
(ii) blood pressure at examination consistently exceeding 160 mmHg systolic or 95 mmHg diastolic, with or without treatment.
(4) Applicants who have commenced the use of medication for the control of blood pressure shall be assessed as unfit until the absence of significant side effects has been established.
Investigation of ECG Abnormalities : Covers the Initial investigations required for abnormal ECG observations Class 1, 2, 3 and LAPL applicants.
Class 1 / 2 / 3 / LAPL certification: Cardiovascular risk assessment : This flow chart sets out the process for investigation following an assessment of cardiovascular risk:
Cardiovascular risk assessment (note 1)
For all classes, a 10-year cardiovascular risk assessment should be undertaken at the first examination after reaching the age of 40 and at regular intervals thereafter, on clinical indication, or upon a new diagnosis or first declaration of a risk factor (for example, hypertension, type 2 diabetes, chronic kidney disease, obstructive sleep apnoea, menopause,
HIV, hyperlipidemia, obesity when BMI is ≥30kg/m2).
As a guide, cardiovascular risk factor assessment should take place at least once every 5 years for applicants 40 to 49 years old, once every 3 years for applicants 50 to 59 years old and once every 2 years thereafter. A more frequent assessment of the cardiovascular risk factors may be considered when additional risk factors have been identified.
Use the latest QRISK assessment tool or, for certain conditions, other specialist risk assessment tools may be appropriate, for example, D:A:D for people living with HIV and Steno T1 for people with type 1 diabetes, in consultation with a medical assessor.
AOPA Note: QRISK is not the recommended risk calculator for NHS Scotland. The NHS recommended risk calculator for Scotland is ASSIGN
Criteria for screening (note 2)
The following limits are considered an elevated 10-year cardiovascular risk for the purpose of assessing whether further investigation is required:
- Class 1: ≥10%
- Class 2: ≥15%
- Class 3: ≥15%
- LAPL: ≥25%
Where an applicant meets any of the exception criteria listed below, screening should be undertaken regardless of the 10-year cardiovascular risk assessment:
- treatment resistant hypertension (typified by ≥3 medications with an uncontrolled blood pressure, or ≥4 medications with a controlled blood pressure), or evidence of target-end organ damage (for example, presence of microalbuminuria, renal impairment, retinopathy, left ventricular hypertrophy)
- diabetes with presence of microalbuminuria, or other target-end organ damage (renal impairment, left ventricular hypertrophy, retinopathy), or in the presence of three or more major risk factors (hypertension, dyslipidemia, smoking, obesity), or type 1 diabetes upon reaching age 40 where age of onset was between ages 0-10 years
- chronic kidney disease with eGFR 30-44mL/min/1.73m2 (stage G3b) plus albumin:creatinine ratio >30mg/mmol
- transplant recipient
This list is not exhaustive. Where it is felt that the clinical risk is markedly elevated, despite the applicant having an acceptable 10-year cardiovascular risk assessment and / or no exception condition, screening should be undertaken.
Screening modalities (note 3)
Any one of the listed modalities may be utilised, with no hierarchy, recognising that some of these investigations are more definitive for the detection of coronary disease than others. Please note that coronary artery calcium scoring (CACS) is unlikely to be accepted without a CTCA.
Exercise ECG (note 4)
Symptom limited according to the Bruce protocol in the cardiovascular system guidance.
CTCA (note 5)
The CTCA should be reported according to the CAA specification for CTCA reports in the cardiovascular system guidance. It is strongly recommended that these guidelines are highlighted in advance to the doctor reporting the CTCA, in order to ensure that the required information is available to allow a fitness decision to be made. If not included in the CTCA report, there may be a delay while this information is obtained.
Follow-up: normal result (note 6)
If an individual is found to have an elevated 10-year cardiovascular risk and undergoes one of the specified screening tests with a satisfactory result, no further screening for coronary artery disease would usually be required until the end of the relevant interval (listed below), provided their risk profile remains stable. A new diagnosis or other significant change in cardiovascular risk should prompt earlier reassessment.
- exercise ECG – two years
- MPS/MRI perfusion scan, stress echocardiogram – three years
- CTCA – six years
It is acceptable if an applicant has undergone any of the above screening tests in preceding year(s), provided the test falls within the specified timeframes. Should an applicant develop a change in their risk factors, a new assessment should be undertaken.
Follow-up: abnormal result (note 7)
Depending on the modality used, further action is required as follows:
- any reversible ischemia on stress imaging requires an unfit assessment, with further management guided by the applicant’s treating clinician
- an abnormal CTCA should be assessed as per the CTCA stenosis flow chart in the cardiovascular system guidance
- an abnormal exercise ECG should be assessed as per the investigation of suspected coronary artery disease flow chart in the cardiovascular system guidance
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REMINDER: Pilots currently using the 5 in 13 revalidation for SLMG/Microlight deadline |
Pilots currently utilising the exemption ORS4 1633 for revalidating their SLMG/Microlight ratings are reminded that they must transition to a 24 month validity by the 31st October 2026.
Further information on how to transition can be found on the 5 in 13 transition webpage
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Doncaster Sheffield Airport - Progress towards re-opening |
Doncaster Sheffield Airport has passed stages one and two of its Airspace Change Process (ACP) marking a key regulatory milestone ahead of the airport’s re-opening.
Successful completion of the ACP will give the airport control over its own airspace, allowing more autonomy over flight movements and giving further reassurance to airlines and freight operators hoping to fly into and out of Doncaster.
The airport will now progress to stage three of the process, which will include a more in-depth public consultation on airspace plans, scheduled to take place during the summer.
The ACP is a crucial part of plans to reopen Doncaster Sheffield Airport, with the currently timeline working towards a positive decision in Spring 2027. While limited operations can continue without controlled airspace, the successful ACP would result in a major step forward for the airport, as it continues talks with airlines and freight operators.
In early May, the Airport revealed ongoing discussions with an unnamed freight integrator business, which has plans to handle up to 80,000 tonnes of cargo through the site. It has also been revealed that discussions have been underway with multiple airlines, who are interested in flying to and from the airport, and basing aircraft at the facility.
As part of feedback during stages one and two, the team behind the project were able to incorporate stakeholder suggestions, further reducing the amount of controlled airspace required as part of the ACP, which is a key requirement from the CAA.
Disabled people to take to the skies from Doncaster Sheffield Airport
Up to 50 people with disabilities will get the chance to soar the skies of South Yorkshire thanks to a partnership between Doncaster Sheffield Airport and Aerobility - a charity making aviation more accessible.
Later this month, Aerobility will operate two adapted light aircraft over four days from Doncaster Sheffield Airport. The charity, which transforms lives by enabling people with disabilities to experience the magic of flight, will be offering people the chance to go up in the aircraft for short flights around the skies of South Yorkshire.
Between 26-29 May, disabled people will be able to apply for introductory flights in the charity’s specially adapted light aircraft as part of a joint ambition for both the airport and Aerobility, to empower disabled individuals to challenges their limits, conquer fears and learn more about aviation.
Anybody wishing to apply for an introductory flight experience between the 26th and 29th of May can visit this link to complete an application form:
www.aerobility.com/doncaster-2026
Keep up to date with progress at Doncaster Sheffield Airport here.
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New ICAO Obstacle Limitation Surfaces (OLS) |
The CAA has published a new dedicated webpage setting out information on the updated ICAO Obstacle Limitation Surfaces (OLS) framework.
The page provides an overview of what is changing, why ICAO has introduced the new approach, and what this means for aerodromes, planners and other stakeholders. The webpage will act as the central hub for new OLS material, including webinar recordings, workshop information, guidance updates and future events as they become available.
In August 2025, ICAO adopted Amendment 18 to Annex 14, introducing a new, modernised Obstacle Limitation Surfaces (OLS) framework, representing the most significant change to aerodrome safeguarding in decades. The new OLS becomes applicable globally from 21 November 2030.
These changes affect all UK aerodromes, safeguarding authorities, developers, and organisations involved in airspace protection, obstacle assessment and planning.
The new framework replaces the long‑standing traditional OLS with a performance‑based, operations‑driven model, reflecting advances in aircraft performance, navigation, and procedure design.
What the New OLS Means for UK Aerodromes
Aerodromes will need to:
- Update safeguarding maps and digital airspace models
- Understand differences in protected volumes (some areas expand, others reduce)
- Assess impacts on development proposals and planning safeguarding processes
- Coordinate with local planning authorities
- Review existing obstacles and update obstacle databases
- Implement new ADG‑based surface modelling
- Plan for transition ahead of 2030 applicability
The new OLS may reduce safeguarding burdens in some cases (less protected airspace), while expanding them in others.
Events, Workshops and Webinars
Upcoming New ICAO OLS Workshops
To support industry readiness ahead of the 21 November 2030 applicability date for the new ICAO Obstacle Limitation Surfaces (OLS), the CAA will be delivering a series of workshops throughout the year. These sessions are designed for aerodrome operators, safeguarding teams, planners, ANSPs, developers, and other stakeholders involved in obstacle management.
Confirmed Workshops
- 3 June 2026 – Manchester
- 17 July 2026 – Gatwick
- 8 October 2026 – Glasgow
Registration for this workshop is currently register‑interest only. Confirmation of available places will be emailed shortly to those who register.
AOPA Comment:
The new ICAO OLS will impact all licensed aerodromes with particular regard to their AIP entries regarding obstacles and may impact unlicensed aerodromes, including private strips, who have lodged a safeguarding map with their Local Planning Authorities (LPAs).
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AOPA to administer the former GASCo Airspace Infringement Awareness Course (AIAC) |
When the GASCo Board of Directors decided to cease trading, it left a number of their services to GA lost. One of the most urgent needs was to ensure the continuation of the Airspace Infringement Awareness Course (AIAC). It was agreed by the members of the GASCo Board that the AIAC course be transferred to AOPA to administer, using the same personnel to avoid any disruption. No other options were proposed by the GASCo Board and AOPA agreed to take on the task, subject to approval from the CAA. Such approval was given in early April 2026 and AOPA has been working with the ex-GASCO team to put everything in place to administer the course.
To offset any concern that AOPA is going to start "taking the side" of the CAA, I take this opportunity to lay out the facts:
AOPA has no role whatsoever in determining who is required to attend the AIAC. That decision rests solely with the CAA following a full and independent investigation. Our long-standing role in supporting members on alleged infringements remains unchanged and occurs before any regulatory decision is made.
The AIAC sits within the CAA’s just culture framework—something AOPA strongly supports as it promotes learning rather than punishment and ultimately improves safety for all GA pilots.
When GASCO could no longer continue administration, there was a real risk that the scheme would either cease or be transferred to a commercial provider. AOPA stepped in solely to ensure continuity, stability, and zero disruption to the established CAA process.
There is no conflict of interest - our members always come first. AOPA acts only as administrator, derives no financial benefit and receives no funding from the CAA. The scheme is funded, as before, by those directed to attend.
This outcome protects a fair, proportionate system and ensures GA pilots continue to benefit from an established, safety-focused process.
Martin Robinson
CEO AOPA UK
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BGA: Gliding activity – aeroplane and helicopter pilot guide |
As part of the BGA's shared safe airspace work engaging with airfields and operators, we've heard requests for gliding activity information from our powered flying colleagues.
As a result, we've developed this guide: Gliding activity - aeroplane and helicopter pilot guide - Pilot & Club Info
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Met Office Aeronautical Visualisation Service (MAVIS) |
A Skywise Alert published on 24 February advised:
The new integrated, regulated Met Office Aeronautical Visualisation Service (MAVIS®) is now operational, marking a significant step forward in supporting safer, smarter decision‑making.
Legacy Met Office aviation services will retire 24 March 2026. Aviation Briefing Service, HeliBrief, Network Weather Resilience and OpenRunway users should transition to MAVIS now, to maintain uninterrupted access to regulated aviation weather data.
MAVIS is evolving alongside the needs of the aviation sector. When new releases occur, you can find updates highlighted on our website along with our FAQs page which address a range of questions.
Sign up to MAVIS and access more information and updates.
Email:
It has been pointed out to AOPA, by a member, that the Tabular TAF and METAR reports provided by the Met Office Aviation Briefing Service (ABS) have not been included in the curent build as at 5 March 2025. If you would like to see these reports included in MAVIS, or indeed have any other feedback on MAVIS, do use the "Help Improve MAVIS" link when logged in to MAVIS - also please let AOPA know what improvements you would like so that, where there is suffcient demand, we can raise this with the relevant bodies:
In the meantime, the current ABS service is due to be retired on 24 March 2026. If, at this time, the tabular TAF and METAR reports have not been added to MAVIS, a workaround is to use the American Weather Service: https://aviationweather.gov/data/metar/ . At the time of publishing this news item, these links will duplicate the current ABS regional TAF and METAR reports:
South England, South Wales and Channel Islands
South-East England, East Anglia, Midlands and Wales
North England, Scotland and Ireland
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Updated Standards Document 14 (A), V10 |
This document provides guidance on the requirements for the issue, revalidation and renewal of class and type ratings for single pilot aeroplanes. For type ratings on aeroplanes classified as a single pilot high performance complex aeroplanes (SP HPCA) refer to CAA Standards Document 24(A). Additionally, this document provides guidance on the revalidation and renewal of single pilot Instrument Ratings (IR) and En-route Instrument Rating (EIR). Standards document 14 is intended as a reference document for pilots, instructors and examiners and offers guidance on the administrative procedures to obtain and maintain piloting privileges in single pilot aeroplanes following licence issue, and to ensure the manner in which skills tests and proficiency checks are conducted is standardised across the aviation community.
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LAPL(A) to NPPL(A) Conversion |
Although CAA Form SRG 1190 for regrading one type of CAA-issued pilot licence to another may still be found on the Internet, due to CAA IT issues it should not be used for the purpose of regrading a UK-issued LAPL(A) to an NPPL(A). Following recent discussions, the CAA GA unit has now advised that the following process should be used instead:
- Transition the LAPL(A) to 24 month validity in accordance with the guidance at this link: https://www.caa.co.uk/general-aviation/pilot-licences/aeroplanes/lapl-light-aircraft-pilot-licence/
- Submit an e-mail to
This email address is being protected from spambots. You need JavaScript enabled to view it. to request form SRG 1999 to apply for an NPPL(A) on the basis of a LAPL(A). This application must be made individually, the form is only available through the CAA and is not available on line or elsewhere. - Complete relevant sections of SRG 1999, including ‘Application for Licence Conversion’ and return the form to
This email address is being protected from spambots. You need JavaScript enabled to view it. - The CAA will contact the applicant separately to take the payment stated in ‘Scale of Charges’: https://www.caa.co.uk/publication/download/24319
In the event of any difficulties, inform the CAA GA unit at
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LAPL recency requirements are changing |
October 2025 brought significant changes to UK Flight Crew Licensing, including updates to the UK Aircrew Regulation in relation to the Licensing and Training Simplification project. One of those changes relate to recency requirements for LAPL(A) holders however compliance is only required by 1st October 2026.
We are now able to process these updates on pilot’s records and are therefore allowing early transition for those who wish to do so. Further information can be found on the LAPL(A) webpage.
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Halon-free Hand Fire Extinguishers |
Under UK environmental regulations, halon-based handheld fire extinguishers - specifically those containing Halon 1211 and Halon 2402 - must be replaced in aircraft cabins and crew compartments by 31 December 2025.
These requirements come from the Ozone-Depleting Substances Regulations 2015 and the Ozone-Depleting Substances (Qualifications) Regulations 2009, which aim to reduce the use of substances harmful to the ozone layer.
Responsibility for these regulations lies with:
- Defra (Department for Environment, Food & Rural Affairs) – which sets the legal deadlines.
- The Environment Agency and local authorities – which enforce the rules in England, with equivalent bodies in Scotland, Wales, and Northern Ireland.
The CAA have published Certification Memorandum (CM) UK-CM-CS-013 to provide guidance on the certification of the installation of Halon-free handheld fire extinguishers.
Design changes for the installation of Halon-free handheld extinguishers in compartments occupied by passengers or crew on CS-23, CS-25, CS-27 and CS-29 aircraft may be classified as Minor, provided that compliance with the guidance material contained within the CM Section 3.2 is demonstrated.
Application of the CM in Validation Projects:
- For new Validation Projects, where Minor Classification is appropriate, such Design Changes will be processed per the Implementation Procedures for Airworthiness (IPA) or Technical Implementation Procedures (TIP) as applicable.
- For Validation Projects currently in work with the CAA, where the principles of the CM guidance have been followed, delegation to the Certificating Authority (CA) may be considered. Otherwise, Validation by the UK CAA remains required. To further address this, a Temporary Amendment to the Safety Emphasis Items (SEI) List has been published.
Requirement to carry a fire extinguisher:
NCO.IDE.A.160 Hand fire extinguishers:
(a) Aeroplanes, except ELA1 aeroplanes, shall be equipped with at least one hand fire extinguisher:
(1) in the flight crew compartment; and
(2) in each passenger compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.
(b) The type and quantity of extinguishing agent for the required fire extinguishers shall be suitable for the type of fire likely to occur in the compartment where the extinguisher is intended to be used and to minimise the hazard of toxic gas concentration in compartments occupied by persons.
NOTE: Part-NCO - is valid for Non-commercial operations with other than complex-motor-powered aircraft.
ELA1 aircraft” means the following manned European Light Aircraft:
- an aeroplane with a Maximum Take-off Mass (MTOM) of 1200 kg or less that is not classified as “complex motor-powered aircraft”;
- a sailplane or powered sailplane of 1200 kg MTOM or less;
- a balloon with a maximum design lifting gas or hot air volume of not more than 3400 m3 for hot air balloons, 1050 m3 for gas balloons, 300 m3 for tethered gas balloons;
- an airship designed for not more than four occupants and a maximum design lifting gas or hot air volume of not more than 3400 m3 for hot air airships and 1000 m3 for gas airships;
ANO Schedule 5 Article 6 Hand Fire Extinguishers
6.—(1) Subject to sub-paragraph (2), flying machines must be equipped with at least one hand fire extinguisher—
(a) in the flight crew compartment; and
(b) in each passenger compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.
(2) Sub-paragraph (1) does not apply to a flying machine with a maximum take-off mass of 1,200kg or less.
AOPA Update 28 November 2025:
At the recent General Aviation Partnership (GAP) meeting, AOPA rasied a number of questions in respect of the banning of HALON fire extinguishers from 31 December 2025.
In response,the UK CAA confirms that halon handheld fire extinguishers must be replaced under UK environmental law by 31 December 2025, but this requirement stems from environmental regulation, not airworthiness legislation. Therefore, non-compliance after 1 January 2026 would not, in itself, render an aircraft unairworthy or mandate grounding. Operational rules (NCO.IDE.A.160) can be met with non TSOed extinguishers if not specified in the AFM, while AFM mandated equipment changes must follow approved modification processes.
EASA has indicated that non TSOed extinguishers may be acceptable under NCO.IDE.A.160, provided they are suitable for the fire risks in each compartment and do not create toxic hazards. Where extinguishers are mandated in the AFM, EASA expects changes to follow CS STAN Standard Change CS SC108a, ensuring compliance with type certificate assumptions.
The CAA have agreed to look at what EASA may propose and to find a low cost solution.
Piper Service Letter 1355A includes:
“Starting December 31, 2025, some civil aviation authorities will be mandating the removal of all Halon fire extinguishers from use in aircraft under their jurisdiction. For aircraft that will be operating under this requirement, Piper Aircraft, Inc. recommends replacing any existing UL rated fire extinguisher with a Halotron BrX clean agent fire extinguisher of the same UL fire classification rating (2B:C, 5B:C, etc.) as the existing fire extinguisher. Piper recommends owners/operators contact their local civil aviation authority for installation guidance and approval. For EASA certification, Piper recommends owners/operators utilize EASA Certification Memorandum CM-CS-013 for installation authorization.”
UK CAA Update 28 November 2025:
General Aviation pilots and aircraft owners are reminded that halon-based handheld fire extinguishers must be removed from aircraft cabins and crew compartments by 31 December 2025, in line with UK environmental regulations.
The CAA is not responsible for enforcing these rules or issuing exemptions.
Guidance on replacement options and regulatory responsibilities is available on our website.