Microlight flying is a recognised sport within the Royal Air Force and is conducted under
the authority of the RAF Sports Board. The Royal Air Force Microlight Flying
Association (RAFMFA) is the governing body of this sport within the RAF.
This handbook contains the procedures for the operation of microlight aircraft by
members of the RAFMFA. Orders contained within this handbook are to be reviewed
annually by the order sponsor. This review is to be completed by October each year
with amendments being passed to the Operations Member for incorporation and issue
by the following December.
J A Young OBE MDA MA BSc MIET FRAeS RAF
AL No Amended By Date
1 Flt Lt Waters 30 Jan 12
Orders Subject Sponsor
1.1 Service and Other Regulations Affecting Ops Member
1.2 Formation of Microlight Flying Clubs Ops Member
1.3 Operation of RAFMFA Aircraft Ops Member
1.4 RAFMFA Syndicate Terms of Membership OIC Clubs
1.5 Operation of Privately Owned Aircraft. Ops Member
1.6 Hiring of RAFMFA Aircraft Ops Member
1.7 Type Conversion Training CFI
1.8 Maintenance of RAFMFA Aircraft Eng Member
1.9 Use of 100LL Aviation Gasoline (AVGAS) in Eng Member
1.10 RAFMFA Aircraft Rigging and De-Rigging Eng Member
1.11 RAFMFA Aircraft Reporting of Flying Statistics Ops Member
1.12 RAFMFA Aircraft Accident Reporting Procedures Ops Member
1.13 Monitoring of PPL Currencies CFI
1.14 Administration of Training Courses and Other Major Tour/Exped
RAFMFA Activities Member
REGULATIONS AFFECTING MICROLIGHT FLYING
JSP 360 Regulations for Civil Flying at MOD Airfields and Charges
for Non-UK Military Aircraft Using MOD Airfields
JSP 362 Encroachments (Chapter 14)
Articles 2000 Series Military Flying Regulations
RAF GAI 1032 RAF Flying Clubs
RAF GAI 1056 RAF Microlight Flying Clubs
Articles 1000 Series Flight Safety (Vol 1), Post Crash Management (Vol 2), and
Risk Management (Vol 3)
AP 3223 Non Public Accounting
AP 3415 Sport and Recreation in the RAF
The Air Navigation Order
CAA/BMAA Rules Governing the Operation of Microlight Aircraft in the
CAA/BMAA Rules Governing the Licensing of Private Pilots in the UK
1.1.1 (AL1 Jan 2012)
FORMATION OF MICROLIGHT FLYING CLUBS
1. The aim of the RAFMFA is to bring microlight flying in to the reach of as many
people as possible. To do this, the Association will, whenever possible, support the
formation of new clubs. However, club proposals dependent upon the allocation of
RAFMFA aircraft must be fully justified. Moreover, if training is proposed, the club
requirement must form a key element of the RAFMFA’s longer-term training objectives.
Whatever the purpose, the club must have a good probability of continuing success.
2. Hitherto, the authority to form a microlight flying club was provided through GAI
5070. However, GAI 5070 is written around the requirements of light aircraft operation
and does not lend itself to the flexible operations of microlight aircraft types. GAI 1056,
RAF Microlight Flying Clubs, redresses this and enables the formation of two distinctly
different types of club.
Category 1 Club
3. Category 1 clubs may be formed to provide the facility for a group of licensed
RAFMFA members to exercise their privileges as private pilots. The principle behind
the formation of a Category 1 club is that the regulations governing civil flying at military
airfields will apply individually to each member. Members of these clubs will only
conduct recreational flying activities in accordance with local flying orders; NO
instructional flying, except that required for currency check flights will be conducted
from such clubs.
Category 2 Club
4. Category 2 clubs will enable licensed RAFMFA members to conduct recreational
flying activities and will, in addition, provide instruction towards the issue of a microlight
private pilots licence. Due to the nature of flying operations in Category 2 clubs, a
more rigorous approvals procedure is required which will involve specialist staffs from
within MOD and Command HQs.
Conditions for the formation of RAFMFA Clubs
5. The general conditions for the formation of microlight clubs are detailed within
GAI 1056 and must be adhered to. Before proposing the formation of a microlight club
to the RAFMFA Executive Committee, the following should also be considered:
a. Location. RAFMFA clubs are encouraged to form on a regional basis. When
considering the location of the proposed club, due regard to the existence and
operation of other flying clubs must be given.
b. Membership. If proposing the operation of a RAFMFA aircraft, the potential
membership of the club must be of sufficient sustainable quantity to support the
viable operation of that aircraft.
c. Finance. Starting capital, if required, should be sought from the host unit and
other units that may contribute significant membership. If operating a RAFMFA
aircraft, the starting capital will have to cover, up front, the aircraft’s annual fixed
OPERATION OF RAFMFA AIRCRAFT
1. RAFMFA aircraft have been purchased with grants from the RAF Sports Board,
RAF Charitable Trust and Central Funds. Consequently, their use is restricted to
members of the RAFMFA.
2. The aircraft may be captained by 5 categories of pilots as follows:
a. Full and Assistant Flying Instructors undertaking flying instruction or currency
b. Student pilots undergoing a flying training course.
c. Members of the aircraft syndicate.
d. Persons specially appointed by the Operations Member or the Club OIC to
carry out specific tasks.
e. Pilots authorised to hire the aircraft.
3. Before flying the aircraft, all pilots are to familiarise themselves with the relevant
aircraft manufacturer’s operating handbook, copies of which are held by the operating
club. Moreover, all pilots are to acquaint themselves with local flying regulations for the
airfield they are operating from. In both cases, it may be necessary to read and sign
for the relevant orders.
4. The operation of microlight aircraft is particularly susceptible to weather
conditions and pilot experience. Therefore, when authorising a flight there are many
parameters that must be considered. Captains have to be sure that they are capable
of undertaking the flight in the prevailing conditions; the temptation to accept that as a
newly qualified pilot you can do it all must be resisted, especially when flying with a
passenger. Common sense must prevail along with the adage that it is better to say
'What a lovely day, I wish I was flying not driving', rather than I wish I was driving not
flying'. The following general principles should, therefore, be considered before flight:
a. Pilot experience.
c. Sortie Profile.
1.3.1 (AL1 Jan 2012)
e. Emergencies, including making the provision for initiating a recovery
(ie carriage of mobile telephone and electing a recovery person).
5. Before flight, the captain is to:
a. Ensure that the aircraft is serviceable and has been pre-flight inspected in
accordance with the aircraft and engine handbooks.
b. Ensure that the aircraft carries sufficient fuel for the intended duration of the
flight plus a minimum reserve of 5 litres for local flights and 10 litres for cross-
c. Ensure that crew/fuel weight (and balance) calculations are performed and
that placarded weights are not exceeded.
d. Obtain a met brief relevant to the time and route of flight. This briefing may be
obtained directly from a Met Officer, a recognised source of aviation
meteorological information eg AIRMET, or from a written brief displayed in the
club control room.
e. Check all NOTAMs relevant to the flight being planned.
f. Make themselves familiar with any ATC procedures pertinent to the flight
including radio frequencies, taxi patterns, departure, rejoin and circuit procedures.
g. Ensure that flight details are entered in the flight authorisation sheet. For
flights intending to land-away and/or over-night away from the operating base,
brief details are to be entered in the ‘remarks’ column of the authorisation sheet.
Post- flight Procedure
6. After-flight the captain is to enter post flight details in the flight authorisation
sheets. Details of any unserviceabilities are to be entered into the aircraft technical log
for co-ordination by the Aircraft Member. If in doubt about recording unserviceabilities,
an instructor or engineer should be consulted.
7. If leaving the aircraft outside, it is to be picketed. Moreover, if it is to be left un-
attended, all removable items are to be removed and placed in safe custody. Covers,
if available, should also be placed in position.
8. Unless on continuous operations and there is sufficient fuel remaining for the
next flight (including reserve fuel), the aircraft is to be re-fuelled. However, do not fully
refuel the aircraft when the aircraft’s placarded weight limits are such that it would
require de-fuelling to carry a passenger. In these circumstances refer to local refuelling
9. After the last flight of the day, the aircraft is to be hangared. In exceptional
circumstances the aircraft may remain out overnight, picketed and with covers in-place.
If the aircraft is a weightshift type it must also be de-rigged. All removable items are to
be taken out and placed in safe custody.
Safety and Conduct of Flights
10. When operating weightshift aircraft types, helmets are to be worn at all times
whilst the engine is running, or whilst in the process of engine starting, including when
rotating the propeller by hand to prime the engine. Hand-swinging a propeller in order
to start the engine should only be considered as a last resort and only when
appropriate guidance on the technique has been provided.
11. The captain is to self-brief and, if applicable, brief their passenger on all aspects
of the flight ensuring that their passenger is familiar with fragile parts of the aircraft’s
structure. The brief is also to include actions to be taken in the event of an engine
failure during take-off (EFTO) and en-route.
12. For EFTOs, the options to cover should include wind effect, area available,
landing straight ahead on the airfield, landing off-airfield within 30 degrees of the nose
and turning back to land on the airfield. However, turn-backs can introduce an
unacceptably high level of risk and should only be considered as a last resort
and, only if all conditions including wind strength, height, suitable surface, pilot
experience and aircraft performance are favourable.
Record Attempts and Other Unusual Flights
13. Prior to considering flights in RAFMFA aircraft either to set or break a national or
international record, the captain should ensure that the proposal has been vetted and
approved by the RAFMFA Executive Committee. The same approvals must also be
gained prior to considering a flight over large water masses where the aircraft will fly
out of gliding range of land or crossing International Flight Information Regions. This
action is to ensure that all the correct protocols are adhered to and that the aircraft and
its captain have appropriate insurance cover in place.
14. The aircraft is not to be flown outside of the operating limits specified in the
Manufacturers Operating Handbook. The major limitations and RAFMFA imposed
a. Aerobatic manoeuvres, which are defined as manoeuvres in excess of +/-
45 in pitch and 60 in roll, are forbidden. (Note stricter limits may be enforced for
particular aircraft types).
b. Intentional spinning is prohibited.
c. Intentional stalling is permitted but the aircraft must recover to normal
flight by a minimum of 1500 ft AGL. Whip stalls are prohibited.
d. Takeoff, landing and cross wind limits are to be taken from the
specific ac Operating manual. OICs can specify lower takeoff, landing and
crosswind limits dependent on pilots experience and local operating
circumstances. If these limits are approached, due consideration is to be given
to the employment of ‘wing-walkers’ to assist ground handling of the aircraft.
e. When flying solo additional ballast may be secured in the rear or right-
hand seat to bring the aircraft weight up to the minimum for take off. This ballast
must be secured by approved means.
f. Max payload (pilot, passenger, fuel, ballast etc) is not to be exceeded at any
g. VMC criteria are to be maintained at all times.
Carriage of Passengers
15. Passengers may only be carried by captains who hold a full PPL(A) Microlight,
or NPPL Microlight license and are current in accordance with Order 1.13. For pilots
intending to hire a RAFMFA aircraft refer to Order 1.6 for regulations governing the
carriage of passengers.
16. Special care is to be exercised when considering the carriage of ‘small’
passengers, particularly young children. If the passenger cannot be adequately
restrained using the aircraft harness the flight is not to take place. Furthermore, the
authorisation certificate contained in GAI 1056 must be completed in advance by a
minor’s parent or guardian.
17. The RAFMFA microlight aircraft are insured for flight, taxying, transit and on the
ground. Also, the RAFMFA insures for liability to Third Parties in respect of bodily
injury and/or property damage and, liability to Passengers (including a student but not
a student flying solo) in respect of bodily injury and/or personal articles; the insurer’s
liability in respect of any one accident involving liability to Third Parties and Passengers
or both combined shall not exceed £5,000,000 for fixed wing and £1,250,000 for flex
wing ac in respect of that one claim including Crown Indemnity. Any insurance claim is
subject to an excess of £400-£750. No personal injury cover is available under the
terms of the RAFMFA policy. Whilst Service personnel may exceptionally be
considered to be on duty when participating in RAFMFA activities, for example
expeditions/tours and RAF Sports Board approved competitions, it is incumbent upon
all RAFMFA members to obtain suitable personal injury cover (eg the PAX+ scheme
available to RAF personnel).
18. All accidents or occurrences are to be handled in accordance with Order 1.12.
The aircraft captain will be responsible for policy excesses incurred in settling any Third
Party or hull insurance claims up to a maximum of £500 IF any accident damage is
considered attributable to them.
1.3.4 (AL1 Jan 2012)
19. In the event of an accident, the Aircraft Member/ Club OIC is to ensure that the
reporting procedures at Paras 6 - 8 of Order 1-1.12 are complied with. The
Operations Member is also required to maintain a log of all Association aircraft
20. In the event of any accident or technical occurrence on the aircraft, the Logistics
Member is to be informed ASAP, as he will be the point of contact for any official
correspondence with the BMAA/CAA and may wish to detail remedial action to return
the aircraft to service.
21. Flying charges will be determined by the aircraft’s operating club and ratified by
the RAFMFA Executive Committee; flying fees are to be promulgated by the club.
Charges will be levied on each hour, or part thereof, as recorded in the Flight
Authorisation Sheets and derived from the aircraft’s hours meter (if fitted). Bills are to
be settled at the end of each flying day by cheque in accordance with local club
procedures. Failure to pay flying charges on time may result in membership
RAFMFA SYNDICATE TERMS OF MEMBERSHIP
1. By becoming a member of a RAFMFA syndicate you will be able to enjoy the
privileges of flying a microlight aircraft with a passenger and without the associated
costs of ownership.
2. A telephone call may be all that is required to enable you to verify the availability
of the aircraft for the period that you wish to fly. This could be a local sight seeing trip
for you and a passenger, or you may wish to take the aircraft away for a number of
days to a fly-in, a competition, or even a flying holiday. Whatever your plans, as long
as sufficient time is given to co-ordinate bookings to avoid conflict with other syndicate
members, or RAFMFA training requirements, consideration will be given to your
3. However, membership of a RAFMFA syndicate brings with it certain
responsibilities with procedures that must be adhered to for the benefit of yourself and
the Association. The following Terms and Conditions of membership are generic in
nature; each operating club will issue specific regulations regarding syndicate
membership to aircraft in their charge.
TERMS OF MEMBERSHIP
4. To be a syndicate member you must be a fully paid up member of the RAFMFA.
5. The Association aircraft are primarily for the benefit of RAF personnel.
Therefore, syndicate membership may be controlled to reflect this.
6. You will pay an annual syndicate membership fee as set by the operating club
and ratified by the Association Executive Committee and may apply to renew each
7. There will be a maximum of 20 syndicate members per aircraft, including the
registered owner, at any one time. This figure may be set at a lower level by the
operating club to give a degree of flexibility in managing the syndicate.
8. Your name, address and nationality will be passed to the CAA Aircraft
Registrations dept by the Logistics Member for inclusion on their master authorisation
9. Under normal circumstances, as a syndicate member you will be expected to
achieve an average flying rate of 12 hours per year on the aircraft. This is to ensure
that the aircraft utilisation is maximised.
10. Noting the restrictions of Para 5 and Para 7 above, all Association members
may seek syndication membership.
11. In the event that a syndication reaches its maximum, and an Association Full
Member expresses a desire to join the syndication, the operating club will assess the
current syndicate membership to identify any possible means of accommodating the
new applicant. Based upon personal utilisation rates and other benefits offered to the
club/Association, a current syndicate member may be required by the operating club
committee to relinquish their membership at the next formal review point. This will then
enable the new Full Member to join the syndicate.
12. Notwithstanding the statement at Para 5 above, if a ‘Full’ syndicate member is
not fully utilising the aircraft they may be required to relinquish their membership in
favour of a new member.
13. A pro-rata refund of membership fees paid will be returned to the departing
syndicate member. This will in no way affect future applications for syndicate
membership by those requested to leave.
14. In the event that syndication reaches its maximum and an Association Associate
member expresses a desire to join the syndicate, he/she will have to wait until the next
formal review point to establish whether a vacancy will be made available. Otherwise,
the applicant will have to wait until a natural vacancy exists.
CONDITIONS OF USE
15. Syndicate members are not to fly RAFMFA aircraft until their syndication has
been authorised by the RAFMFA Logs Member.
16. Syndicate members must have received rigging/de-rigging training for the
aircraft type in accordance with Order 1.10.
17. Instructional flights during periods of scheduled training of RAFMFA students will
normally take precedence over all other flights.
18. All flights in the aircraft are to be booked in accordance with the local booking
19. A check flight by a RAFMFA instructor in the aircraft may be necessary. In
exceptional circumstances, the club OIC in consultation with the appropriate
Association CFI may waive this requirement. For further guidance regarding waiving
the requirement for a check flight, refer to Order 1.6, Hiring of RAFMFA Aircraft.
20. All flights are to be carried out in accordance with current operating procedures
as detailed in this handbook and the Manufacturers Operating Manual.
21. All pilots shall retain currency as detailed in Order 1.13.
22. The aircraft may be taken away from its main operating base for weekend or
weekday periods subject to other user requirements. Charges for flying away from
base will be in accordance with the operating club’s scale of fees and may require
payment for at least a specified number of flying hours.
23. Landing fees, hangarage and handling charges, and any similar costs incurred
during any flight shall be paid for by the captain. The captain shall ensure that
accounts are not forwarded to the RAFMFA for such fees or charges. The Association
reserves the right to recover from the captain the costs of repudiating such claims.
24. In the event of an air/ground incident leading to an insurance claim in which the
captain was deemed negligent, the captain shall be liable to cover the insurance
excess as detailed in Order 1.3, or, if an insurance claim is not made, the cost of repair
up to the amount of that excess.
25. Any syndicate member committing any breach of these conditions may be
removed from the pilot authorisation list and shall forfeit any fees paid for syndicate
OPERATION OF PRIVATELY OWNED AIRCRAFT
1. Prior to routinely operating private aircraft from MOD airfields, a variety of
permissions and increased insurance cover is required. Moreover, if a civilian member
of a RAFMFA club wishes to operate an aircraft from an MOD airfield, additional
personal security checks will need to be carried out before any flying can take place.
2. For these reasons, Annex A to this Order has been developed to guide
individuals through the process of gaining permissions to fly and house their aircraft at
ANNEX A TO
GUIDE TO OPERATING PRIVATE AIRCRAFT FROM MOD PROPERTY
Have you operated a civilian aircraft from an MOD airfield before ?
Gain approval in principle through your RAFMFA club or
Directly from OC Ops and SATCO if no club present on your unit
Formally write to the Station Commander (though the club OIC)
requesting local authority to store and/or fly your aircraft on the unit
Contact Air Cmd ACT WM through the RAFMFA;
Request application form for Civil Flying Use of MOD Airfields
and security clearance (civilians only) IAW JSP 360
Complete application form and security clearance
form (civilians only), and await response from ACT WM
Complete indemnity form for Civil Use of MOD Airfields
(JSP 360 Appendix 4) and return to ACT WM with a copy of your insurance
certificate, quoting crown indemnity clause and aircraft registration
Insurance waiver certificate issued by ACT WM
Agree local operating procedures with OC Ops/SATCO or
Abide by unit/club Flying Order Book
Complete agreement for deposit of an aircraft at an MOD
Station - JSP360 Appendix 2. Copy to be held by club/unit
1. No flying is to take place until ALL permissions have been received.
2. Renewal of insurance fee waiver certificate is YOUR responsibility by submitting, on an annual
basis, your insurance details to ACT WM, Air Cmd. However, RAFMFA clubs may offer to coordinate this
centrally for their members.
HIRING OF RAFMFA AIRCRAFT
1. Type Approved Microlight aircraft can be hired for flight in accordance with
regulations approved by the CAA and issued by the BMAA. RAFMFA aircraft may be
permitted to be flown for hire subject to the conditions detailed below.
2. Pilot currency requirements shall be as detailed in Order 1.13; however,
occasions may arise when a pilot with many years or hours of experience, on a number
of ac types and models, may wish to hire but is not current on that aircraft. In such
circumstances, the Club OIC, in consultation with the appropriate Association CFI, may
waive the requirement for a check flight. Before authorising such a waiver,
consideration of factors such as airfield procedures or aircraft/engine specific handling
characteristics should be made; regardless of experience, if such factors are
sufficiently complex a check flight is to be mandated.
3. The authorisation of a waiver is to be detailed in the flight authorisation sheet
and signed by the person issuing the waiver.
4. Before an aircraft can be used for hire, certain conditions must be satisfied.
These conditions are detailed in BMAA TIL 032 available for download from the
BMAA’s website, www.bmaa.org or directly from their HQ.
Carriage of Passengers
5. Until authorised by BMAA TIL 032, the carriage of passengers in microlight
aircraft operated for hire is not permitted.
6. Fees for hiring the aircraft will be determined by the operating club and approved
by the RAFMFA Executive Committee.
Period of Use
7. The period of use for the purpose of hiring a RAFMFA aircraft will normally be
limited to flights conducted in one calendar day1.
This limitation is intended to encourage those pilots who wish to routinely hire RAFMFA aircraft to become
TYPE CONVERSION TRAINING
1. Microlight pilots wishing to convert from weight-shift to 3-axis control systems, or
the reverse, are to undertake adequate conversion training and pass the Additional
Control System Test (ACST). The content of the ACST is detailed in the BMAA
Microlight and Examiners Guide; the test will be conducted by an FI rated microlight
MAINTENANCE OF RAFMFA AIRCRAFT
1. RAFMFA owned aircraft will normally be issued with a maintenance policy
determined by the aircraft manufacturer. Where this is not the case, the BMAA
approved Microlight Maintenance Schedule (BMAA TIL 020) is to be used.
2. The RAFMFA Logs Member may, at his discretion, adapt the format of the
manufacturer’s maintenance schedule to better suit the RAFMFA’s requirements.
However, in doing so, none of the manufacturer’s recommended inspection, check,
replacement or lifing periodicity’s are to be relaxed.
3. Aircraft maintenance is only to be conducted by Association members
approved by the Logs Member; Association members conducting such work do not
need to be named on the aircraft’s registration documents. However, certification of
work carried out is only to be provided by Association members whose names do
appear on the aircraft’s registration documents and who have been approved to certify
such work by the Logistics Member. The only exception to this is when work is carried
out by a BMAA Inspector authorised for that type of aircraft who is also a member of
the Association. In this circumstance both the work carried out and its certification can
be provided by the Inspector.
4. Normally, the Aircraft Member will be authorised to conduct all levels of
maintenance. However, the Logs Member may determine that it is appropriate to
restrict this authorisation if the Aircraft Member lacks appropriate experience or trade
skills. Occasionally, it may be necessary for the Aircraft Member to call upon another
individual possessing specific trade skills to assist the conduct of a maintenance task.
Under such circumstances, the Aircraft Member is to provide the certifying signature
that the work has been satisfactorily carried out as detailed in Para 3 above.
5. When work on primary structure, flying controls or the aircraft’s powerplant (with
the exception of minor routine engine work), is required, an over-signature signifying
that that work has been supervised and/or checked must be provided; ideally, the over-
signature should be provided by a BMAA approved aircraft inspector. However, the
oversignature may be provided by another Association member whose name appears
on the aircraft’s registration documents and has been approved by the Logs Member
as competent to sign for such work.
6. To ensure that hand tools do not present a FOD hazard to the safe conduct of
flights, their control and management is essential. All RAFMFA clubs are, therefore, to
exercise strict tool control and management procedures to ensure that no aircraft is
released from maintenance with any tool unaccounted for. In general, RAF principles
of tool control and management should be considered as a guide.
7. Each RAFMFA aircraft will have a ‘working’ technical log and an ‘official’
technical log. The working log, has been specifically developed to standardise, across
the Association, the presentation of material required by pilots to ascertain the
serviceability state of the aircraft which they wish to fly. The official technical log will be
the authoritative document recording the full service history, airframe and engine hours
of the aircraft. The official log will be to a CAA/BMAA approved format and will be that
record retained with the aircraft in the event of its subsequent sale to another operator.
8. Noting that it remains the captain’s responsibility to enter all the required
information into the flight authorisation sheet, policy for determining who should enter
post flight data, including aircraft faults, into the working technical log is the
responsibility of the host club. However, the entry of data into the working log should
be at a frequency so as to ensure that the aircraft does not fly with any unresolved
faults or over-fly any due maintenance.
9. To ensure consistency of data entry and presentation, recording of information
into the official technical log is only to be carried out by the Aircraft Member and at a
frequency of no greater than 7 days.
Purchase of Spares
10. For most cases, all aircraft and engine spares are to be purchased from the
aircraft/engine manufacturer or their approved agents. However, when it can be shown
that an item is a standard, off-the-shelf product, that has not been modified in any way
by the aircraft or engine manufacturer, for example a wheel bearing or oil seal with an
identifiable manufacturer’s part number, that item may be purchased from a source
other than the aircraft or engine manufacturer. However, caution should be applied as
the simple act of drilling a hole into a tube by the aircraft manufacturer is considered to
be a manufacturing/modification process requiring that item to be purchased from the
aircraft manufacturer. In all cases, for traceability purposes, receipts of purchase are to
be retained with the aircraft’s documentation set.
USE OF 100LL AVIATION GASOLINE (AVGAS) IN RAFMFA AIRCRAFT
1. Where it can be demonstrated that running costs will be reduced, unleaded
automotive gasoline (MOGAS) should be used in preference to 100LL AVGAS in
RAFMFA aircraft. The exceptions to this general statement are detailed in the
2. Rotax 912. Operators of RAFMFA aircraft, powered by four-stroke Rotax 912
engines, may use 100LL AVGAS in the following circumstances:
a. During expeditions where there is no available supply of MOGAS within
reasonable distance at the destination airfield or fuel transfer and transport
facilities make procurement of MOGAS impractical.
b. When on overseas expedition and the quality of available MOGAS is
suspected (for example, it may have failed the alcohol content test).
c. After an unplanned land-away, and there is no available supply of
MOGAS within reasonable distance at the destination airfield or, fuel transfer and
transport facilities make procurement of MOGAS impractical.
3. Rotax 2-Stroke Engines. Rotax 2-stroke engines may also use 100LL AVGAS.
However, if AVGAS consumption exceeds 50 litres between two consecutive 12.5 hour
bearing bounce checks then, as part of the bearing bounce check, a detailed inspection
of the spark plug electrodes, for signs of overheating, should be carried out by an
authorised person. The details of this activity are to be specifically recorded in the
aircraft documentation. All anomalies are to be reported and the aircraft placed
unserviceable pending further investigation.
4. HKS. The effects of 100LL AVGAS in HKS engines is still being investigated
and, until further notice is given, the use of this fuel/engine combination is to be strictly
restricted. A single tank of 60 litres of AVGAS may be used as a means of recovery to
base when no other suitable fuel is reasonably available (refer to sub-para 2c above).
Following the use of 100LL AVGAS in an HKS engine, and before further flight, an
authorised person is to examine all of the spark plug electrodes for signs of
overheating. The details of this activity are to be specifically recorded in the aircraft
documentation. All anomalies are to be reported and the aircraft placed unserviceable
pending further investigation.
5. Jabiru. Whilst the Jabiru engine is cleared for unrestricted use of 100LL
AVGAS, the conditions in Para 8 of this Order should be observed.
6. 100LL AVGAS fuel uplifts, for all aircraft other than the Jabiru Thruster, must be
recorded in the aircraft RAFMFA engine log. The entry should reflect the date, location
and quantity of fuel uplifted.
7. When any RAFMFA is aircraft is using 100LL AVGAS, particular attention must
be paid to all of the following, when equipped:
cylinder head temperature;
exhaust gas temperature;
Operating temperatures may be slightly higher than normal but should remain within
the prescribed limits. Any abnormal temperatures or pressures must be reported and
the aircraft placed unserviceable pending further investigation.
8. Where 100LL AVGAS is readily available, operating clubs must, before
authorising its routine use, consider factors such as MOGAS availability and
transportation and the maintenance penalties that may occur through its use. Unless it
can be demonstrated that operating costs and safety are improved, RAFMFA aircraft
are not normally permitted to routinely use 100LL AVGAS when engaged in home base
or RAFMFA club operations. These operations should be accomplished using the
approved source and grade of MOGAS.
RAFMFA AIRCRAFT RIGGING AND DE-RIGGING
1. To enable storage in a confined space or for ease of transport, most microlight
aircraft and in particular weightshift types, are designed for quick and easy rigging/de-
rigging. However, whilst the aircraft may have been designed in this manner, the
physical act of rigging/de-rigging may require one or more people and must be
conducted in a manner to avoid structural damage.
2. If not familiar with the process of rigging/de-rigging an aircraft it is quite probable
that the aircraft will sustain damage that will prevent further flight until rectified. This is
both costly in terms of money but also in lost flying time. Furthermore, it is entirely
avoidable if adequate care is taken during the process.
3. Given the infrequent occasions that RAFMFA aircraft are rigged/de-rigged,
either by students or syndicate members, it is imperative that training is provided to
those people who are likely to undertake rigging/de-rigging activities.
4. This training is to be provided by a suitably qualified person within the aircraft’s
host club, prior to authorising any student to fly the aircraft on solo sorties or, if
licensed, as a syndicate member/hirer. The initial training should include practical
demonstrations and actual hands-on opportunities to conduct the rigging/de-rigging
process. Follow-on refresher training conducted at no greater than 6 monthly intervals
is to be carried out; training videos designed for this purpose may be utilised.
5. Clubs are to maintain records of rigging/de-rigging training for all pilots
authorised to fly aircraft in their charge, that are designed to be routinely rigged/de-
RAFMFA AIRCRAFT REPORTING OF FLYING STATISTICS
1. The RAFMFA Executive Committee maintains a Medium Term Plan detailing the
Association’s funding requirements. This plan is submitted annually to the RAF Sports
Board to secure the funds necessary to purchase new aircraft, equipment and in
certain circumstances cover Association operating costs.
2. The recording and reporting of aircraft flying hours is the only means by which
the Executive Committee can make fully informed decisions regarding the viability of its
current fleet or the need to bid for funds to expand its fleet. Moreover, the visibility of
ac flying achievement will enable aircraft to be positioned to maximise utilisation, thus
ensuring their continued viability.
3. Annex A to this order is to be completed by Aircraft Members and submitted to
the Operations Member at each Executive Committee Meeting. The reporting period
covered by each submission will be that period between consecutive Executive
Committee Meetings. The Operations Member is to compile the flying hour statistics
received and report to the Executive Committee as required and to report the annual
flying rates for each aircraft to the Association’s AGM.
Accidents and Occurrences
4. To enable trending and the identification of measures to reduce flight safety
events, the RAFMFA Operations member is required to maintain a record of all aircraft
occurrences which either led to a reportable flight safety event or were of a nature that
could have lead to reportable event and from which valuable flight safety lessons could
be gleaned. The categorisation of an event as reportable or non-reportable is to be
made in accordance with Order 1.12.
5. As soon as reasonably practicable after an event has taken place, the Aircraft
Member is to pass details of the event to the Operations Member. The Operations
Member is to record the details in the format of Annex B to this order and is to report
all new occurrences at the next RAFMFA Executive Committee Meeting. Additionally,
a report of annual Flight Safety occurrences is to be made to the Association’s AGM.
ANNEX A TO
RAFMFA AIRCRAFT FLYING HOURS RETURN
Period From to
Aircraft Type Registration G-
Total A/F Hours
Notes for Compilation
1. Other flying to include air tests or miscellaneous flights not attributable to instruction or syndication.
2. Completed forms are to be returned to the Operations Member at each Executive Committee Meeting.
ANNEX B TO
RAFMFA AIRCRAFT INCIDENT LOG
Cause Code 1 - weather Damage Cat 0 - Nil Damage
2 - Engine 1 - Minor - ADF Raised
3 - Airframe 2 - Minor - Repair by Replacement
4 - Crew Error 3 - Major - Repair by Replacement
4 - Repair by Return to Manufacturer
5 - BER
Incident Aircraft Registration Airframe Incident Captain Pax/student Flight When/How Cause Damage Crew Insurance BMAA Date Remarks
Date Hours Location Status Code Cat Injuries Claim Informed aircraft
RAFMFA AIRCRAFT INCIDENT REPORTING PROCEDURES
1. Flight Safety related incidents that endanger the safety of an aircraft or its
occupants or could have lead to the endangering of the aircraft or occupants can be
categorised as reportable or non-reportable accidents or occurrences, depending upon
Reportable Accidents and Occurrences
2. A reportable accident is any incident in which there is injury to persons, or
damage to an aircraft that affects primary structure or requires a major repair. It does
not include engine failures, propeller damage, wing tips, antennas, tyres, brakes,
engine fairings, or small dents and punctures.
3. An occurrence is any sequence of events in the operation of an aeroplane that
could have led to an accident. Occurrence reporting is not mandatory in microlight
aircraft, but incidents which are reported can be published to prevent a real accident
happening to some body else. For this reason, all occurrences, including non-
reportable accidents, on RAFMFA aircraft shall be treat as reportable to the
Operations Member. The Operations Member may, in consultation with the originator,
then choose to report the event to the BMAA.
4. All RAFMFA members and, in particular Aircraft Members, are to be aware
that subsequent to a reportable accident taking place, the aircraft’s Permit to Fly
will be suspended. Once suspended, the aircraft is not to be flown again until
the suspension of the Permit to fly has been rescinded by the BMAA.
5. Further detailed definitions of accidents, incidents and occurrences are given
a. An accident where anyone is killed or seriously injured in-flight whilst in
the aircraft or in direct contact with it.
b. The aircraft suffers damage or structural failure in-flight, which can affect
its structural strength, performance or flight characteristics to the extent that it
needs major repairs.
c. The aircraft is missing or completely inaccessible.
In-flight is deemed to be the time from when the aircraft is boarded for the purposes of intended flight to the time when all the occupants have
disembarked on completion of the flight.
d. An accident where the occupants of the aircraft receive very slight injuries
and/or the aircraft itself is only subjected to minor damage with no injury to a third
party or damage to property taking place. Minor aircraft damage is limited to
engine accessories, propellers, tyres, brakes, fairings and small dents or
punctures to the skin.
e. A situation in which a pilot considers that his aircraft may have been
endangered by the close proximity of another aircraft (including model aircraft) to
the extent that an in-flight collision risk took place.
f. An injury requiring hospitalisation within 7 days or absence from normal work for
over 21 days.
g. Scratches, pulled muscles, bruising, no head or internal injury and no
broken bones other than simple fractures of fingers or toes.
6. All Flight Safety related incidents on RAFMFA aircraft are to be reported to the
Operations Member using the forms detailed in Para 8 below. However, the
immediate point of contact following an incident should be a member of the operating
club’s committee (ideally the Aircraft Member). The operating club point of contact is
then to determine the appropriate course of action following the incident using this
order as a guide.
7. Where the aircraft has suffered structural damage, either minor or major
or, has been the subject of an engine failure whether on the ground or in the air,
the Logs Member is also to be informed to detail any remedial action necessary
to return the aircraft to service.
8. Reporting of accidents and occurrences is to be initiated at the earliest
opportunity by the captain of the aircraft using BMAA forms BMAA/AW/020 for
accidents or BMAA/AW/021 for occurrences. Copies of the completed forms are to be
passed to the Aircraft Member for file and inclusion on the Association’s Flight Safety
database in accordance with Order 1.11.
9. Fatal accidents must be reported to the UK Air Accidents Investigation
Branch (AAIB) on 01252 512299. Non-fatal, serious accidents of the nature
previously described must also be notified to the AAIB and the local police.
10. Details of any accident must be recorded in the aircraft’s engine/airframe
logbook, including a record of all repairs and inspections carried out. Until such time as
any repairs have been carried out and found to be satisfactory by a BMAA approved
inspector and the aeroplane found satisfactory in flight by a BMAA approved Check
Pilot, the aircraft is not to be flown.
11. The AAIB will conduct the investigation into a fatal accident; an AAIB team will
be dispatched to the accident scene immediately on receipt of notification. It is
essential that nothing is disturbed until they arrive and then only with their
permission. Upon notification of an accident, the operating club’s OIC is to
impound all technical and operating documents relating to the accident aircraft
for future investigation by the AAIB team.
12. Although the AAIB must be informed of a non-fatal serious accident, they will
invariably request the BMAA to conduct the investigation, who may in turn delegate the
RAFMFA Logs or Operations Member to carry out the investigation on their behalf.
13. When conducting an accident investigation, reference may be made to AP 3207,
Royal Air Force Manual - Flight Safety and the Accident Investigation Guide as
published by the Defence Aviation safety Centre.
MONITORING OF PPL CURRENCIES
1. Fundamental to the integrity of a safe operating environment for the RAFMFA
fleet of aircraft is the assurance that all pilots authorised to fly its aircraft hold
appropriate licences, Certificates of Experience, medical certificates, and are in current
2. A RAFMFA aircraft shall not be captained by an individual who does not hold a
valid microlight pilots licence or, microlight rating on their pilot’s licence. The exception
to this will be those students currently under instruction and supervision of a flying
instructor. OIC clubs are to maintain records of all pilots authorised to routinely fly
RAFMFA ac. These records are to be maintained up-to-date and displayed in the club
control room. Copies of these records are to be held by the RAFMFA Operations
3. Pilots wishing to captain a RAFMFA aircraft who have less than 50hrs P1
will be required to have a currency check flight, by a RAFMFA instructor, if they
have not flown the aircraft or similar type within the past 30 days. This currency
period is extended to 90 days for pilots with greater than 50 hrs P1. For licensed
pilots wishing to hire RAFMFA aircraft refer to Order 1.6.
4. It is incumbent upon individuals to declare their currency when entering flight
details on RAFMFA aircraft flight authorisation sheets. Individuals who deliberately
flout or declare inaccurate information may be requested to relinquish their syndication
membership in accordance with the conditions of syndication as detailed in Order 1.4.
or may be prevented from hiring RAFMFA aircraft in accordance with Order 1.6.
Certificates of Experience
5. UK CAA PPL (old style licence). There is no maximum period of validity for the
UK CAA PPL although, for the holder to exercise its privileges, the licence must be
renewed periodically with either a Certificate of Experience or Certificate of Test, each
of which is valid for 13 months.
6. UK NPPL. The NPPL(Microlight) rating has the same currency requirements as
the UK CAA PPL.
7. OIC clubs are to establish and display records of each club members’ Certificate
of Experience/Test and medical validity to ensure that all flights conducted under the
1.13.1 (AL1 Jan 2012)
the RAFMFA are made by correctly certificated licence holders. This requirement is
mandatory for flights in RAFMFA ac and, should ideally include owners of private
aircraft. It will be the duty of each member to ensure the accuracy of their own records
with the OIC maintaining an oversight and, if necessary, restricting the authorisation of
flights by individuals whose validity has expired.
8. Members holding additional ratings, for example, FI, AFI, Inspector or Check
Pilot should also declare the expiry of such ratings to the club OIC to record as per
ADMINISTRATION OF TRAINING COURSES AND OTHER MAJOR RAFMFA
1. In order to secure the duty status afforded to microlight flying in the RAF,
RAFMFA activities must first be authorised by the RAF Sports Board. It should be
apparent, therefore that not all microlight flying activities undertaken by RAFMFA
members will attract duty status; these activities include recreational flying conducted at
will by RAFMFA members. However, activities such as expeditions, tours and flying
training courses, properly organised and authorised, may be afforded duty status; the
benefits of which include the possibility of claiming travel and subsistence costs
associated with the activity.
2. Authorisation by the RAF Sports Board may be gained for specific events or for
a series of events such as in-year planned flying training courses. To gain the
authorisation, full details of the activities being planned should be passed to the RAF
Sports Board, through the Association’s Chairman, for consideration in advance of the
4. On receipt of RAF Sports Board approval, the activity organiser is then to issue
joining instructions, in the form of an Admin Order, to all participants. The joining
instructions are to include the RAF Sports Board approval as a Reference.
Notwithstanding the above, payment of travel and subsistence claims will remain at the
discretion of individual’s units.
5. Where expeditions or tours are undertaken a post expedition/tour report will be
required, copies of which are to be made available to the Sports Board and RAFMFA