Aviation policy and legislative development process
Our policy and legislative development process describes the steps involved in developing aviation legislation, certification specifications and other detailed specifications, acceptable means of compliance and guidance material.
The process has five stages:
- Stage 1 - Capture drivers
- Stage 2 - Define issue
- Stage 3 - Policy development
- Stage 4 - Deliver policy
- Stage 5 - Review policy
UK aviation safety policy and legislative change tracker
Projects that are mandated by the joint DfT/CAA Sponsorship Board appear in this tracker below. (Please also see statement from DfT below). This tracker sets out the status of each project, the means by which stakeholders will be consulted and links to relevant documentation (consultation documents, opinion and instruction documents, legislative or guidance outputs and consolidated legislation).
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0203
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The objective of the proposed changes is to align heliport requirements with those of aerodromes in terms of the implementation of certification requirements, and requirement for SMS (Safety Management Systems). Heliports are not regulated to the extent of fixed wing aerodromes and present a residual risk both in the commercial and general aviation sectors with a higher incident and accident rate per movement than fixed wing operations.
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ICAO State Letter 2023 32 (Proposal), Accepted by UK CAA October 2023.
Air Accident Investigation Report AAR2-23 G-MCGY
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Stage 3 - CAA policy development ongoing. |
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0203 Heliport Amendments (Certification & SMS)
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0202
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There have been regular updates to Certification Specifications, necessitating a requirement to align the UK Regulation (EU) 2015/640 Part 26 Additional Airworthiness and specification changes. This amendment will capture the identified ongoing risk of hazardous or catastrophic tyre failures of large aeroplanes that are caused by inadequate tyre inflation pressures.
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ICAO Annex 8, State Letter AN 3/5.14-22/23 Amendment 109, consideration of any necessary alignment to the Part 26 regulatory changes that have been adopted within Europe and by other NAAs previously.
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Stage 3 - CAA policy development ongoing. |
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0202 Amendment to UK Reg (EU) 2015/640 Part 26 Additional Airworthiness Regulation
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0201
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UK Continuing Airworthiness Regulation (EU) 1321/2014 as regards the requirements on maintenance licences and training organisations set out in Annex III (Part 66) and Annex IV (Part 147) – requires updating to reflect technological development and changing industry requirements.
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CAA Strategic focus area: Enabling aviation and aerospace to innovate and grow.
CAA Board priority: Core Regulation to support economic growth.
eVTOL: This project also supports the introduction of eVTOL.
Technology: There is a need to update the legislation to keep up with technology advancements.
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Stage 3 - CAA policy development ongoing. |
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0201 Part 66 and Part 147 Regulation Rule and Associated AMC and GM Change
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0200
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Currently the UK does not have a licensing system for the Remote Pilot Licence. This was noted by the ICAO’s Universal Safety Oversight Audit Programme (USOAP), however the requirements at ICAO level, only became applicable 2 November 2022, under Annex 1 Amendment 177, but the licensing requirements is applicable for 2026.
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ICAO Annex 1, requires that States have such a licensing system of remotely piloted vehicles, the relevant international standards.
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Stage 3 - CAA policy development ongoing. |
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0200 Remote Pilot Licence
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0198 |
Following the fatal accident of AW169 G-VSKP at the King Power Stadium (Leicester City football stadium) and AAIB’s investigation report (AAIB-25398), a need was identified to improve CS-27/29 with respect to non-structural Critical Part mandatory life limitations. This is the subject of AAIB Safety Recommendation 2023-20.
The goal of this task is to introduce a definition of non-structural component mandatory life limitations and their applicability.
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AAIB Safety Recommendations 2023-20.
To cover a shortfall in the Certification Specifications and AMC/GM relating to the application and definition of Life Limits for Non-Structural Critical Parts.
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Stage 3 - CAA policy development ongoing. |
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0198 Application and Definition of Life Limits for Non-Structural Critical Parts
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0197 |
Following the fatal accident of AW169 G-VSKP at the King Power Stadium (Leicester City football stadium) and AAIB’s investigation findings, a need has been identified to improve CS27/29 material with respect to how rotorcraft catastrophic failure modes are assessed with respect to their potential for reduction in hazard severity, considering means of mitigation at a system or assembly level and means of monitoring.
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AAIB Safety Recommendations 2023-25.
To cover a shortfall in the Certification Specifications and AMC/GM relating to design assessment of Critical Parts.
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Stage 3 - CAA policy development ongoing. |
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0197 Rotorcraft Catastrophic Failure Modes – Safety Assessment at System Level
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0194 |
Traditionally Air Traffic Services (ATS) Operational Systems and Equipment have used private-wire circuits and networks for data communications, in some cases using Internet Protocol (IP). However public Internet and non-operational IT networks (Intranets) have not been used for data communications within, and between, Air Traffic Service systems.
There is now a demand for low-cost communication datalinks for low-integrity services, where loss of data or data corruption can be mitigated to have low safety impact. Where low safety impact can be demonstrated, it may be now justified to make use of the Internet, and intranets used by ANSPs
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Increased industry demand and proposals for the use of low-cost applications using the Internet and cloud-based services.
Some projects have already started and highlighted the lack of clarity where these technologies can be used, and the lack of criteria to demonstrate compliance.
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Stage 3 - CAA policy development ongoing. |
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0194 Policy and Requirements for the Use of the Internet and Cloud-Based Systems for Air Traffic Service Systems
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0193 |
This amendment will enable the CAA to implement Electronic Personnel Licences, which are now permitted internationally by ICAO Annex 1, Amendment 178.
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The CAA wants to ensure the best possible licensing system, and the use of modern technology will assist in this improvement. The move to digital licenses makes best use of the technology available and is internationally acceptable. Other changes are necessary to improve safety and provide clarity. |
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Stage 3 - CAA policy development ongoing. |
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Close
0193 Electronic pilot licence and general licensing updates
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0192 |
To reach Net Zero flying by 2050, the aviation industry has been working on the use of hydrogen as an aviation fuel that offers the potential for no carbon emission flights. However, this use of hydrogen as an aviation fuel is at an early stage of development. As a result, industry and the CAA do not have a comprehensive understanding of the risks to aviation safety; industry has not yet developed hydrogen related standards; and the CAA has not yet developed hydrogen related policies.
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The right legal and policy framework is now required to introduce the use of hydrogen as an aviation fuel with an aim to reach net zero aviation by 2050. |
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Stage 3 - CAA policy development ongoing. |
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Close
0192 Hydrogen Challenge - Hydrogen as an Aviation Fuel
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0191 |
Update Acceptable Means Of Compliance (AMC) to permit aeromedical examiners (AMEs) to change some (but not all) vision limitations and the time limitation (TML) on medical certificates.
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In accordance with current Acceptable Means Of Compliance (AMC), vision limitations and time limitations on medical certificates can only be removed by a medical assessor of the CAA. As pilots and ATCOs age and their need for visual correction (glasses) evolves, the endorsements on their medical certificates change. The majority of fitness assessments are undertaken by aeromedical examiners (AMEs) and, where vision limitations need updating, AMEs have to refer cases to the CAA for changing the limitations. |
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Stage 4 - CAA Decision No.39 published 05 July 2024. |
ORS9 No.39 |
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0191 Medical Certificate Limitation Codes
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0175 |
Guidance on Right-of-Way
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Update guidance material to UK Reg (EU) No 923/2012 relating to right-of-way and aircraft on converging flight paths
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Stage 3 - CAA policy development ongoing. |
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Close
0175 Guidance on Right-of-Way
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0169 |
Airspace Modernisation
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To introduce the Airspace Modernisation Strategy programme and the pipeline of potential changes to legislation needed to deliver it
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Stage 3 - CAA policy development ongoing. |
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Close
0169 Airspace Modernisation
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0168 |
Operation of CAP 632 Ex-Military Aircraft
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Change to the regulatory method for approving CAP 632 operators To strengthen the legal position for the operation of CAP632 ex-military aircraft and allow enforcement to be taken against an operator if necessary.
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Stage 3 - CAA policy development ongoing. |
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Close
0168 Operation of CAP 632 Ex-Military Aircraft
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0166 |
Helicopter ditching and water impact survivability
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Through the application of safety improvements to mitigate the risks associated with the operation of helicopters over hostile sea areas for extended periods, through the application of safety improvements
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Stage 3 - CAA policy development ongoing. |
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Close
0166 Helicopter ditching and water impact survivability
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0165
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At present, design and production for the lighter end of General Aviation (GA) aircraft that are non-complex, are subject to the same regulatory requirements within the Regulation 748/2012 (Part 21) as large and complex aircraft.
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GA Roadmap Initiative.
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Stage 3 - CAA policy development ongoing. |
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Close
0165 Introduction of ‘Part 21 Light’ into UK law
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0159 |
Adoption of Special Conditions
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Special Conditions published by EASA post 31 December 2020 |
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Stage 4 - Deliver policy |
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Close
0159 Adoption of Special Conditions
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0156 |
Update to CAP1032 Licensing Structure
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Introduction of a student flight information safety officer licence (FISO), following completion of examination, and the addition of English Language Proficiency |
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Stage 3 - CAA policy development ongoing. |
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Close
0156 Update to CAP1032 Licensing Structure
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0150
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Updating Flight Simulation Training Device Requirements
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Incorporate elements from the ICAO Doc 9625 ‘Manual of criteria for the Qualification of Flight simulation Training Devices’ into the UK Regulatory framework.
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Stage 3 - CAA policy development ongoing.
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Close
0150 Updating Flight Simulation Training Device Requirements
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0148
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Update and additions to CS-25
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To ensure CS-25 is kept up to date.
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Stage 3 - CAA policy development ongoing.
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Close
0148 Update and additions to CS-25
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0147
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Remote Piloted Aircraft Systems/Unmanned aircraft systems (RPAS/UAS) will increasingly be used as a means to carry articles and substances classified as dangerous goods by ICAO. Carriage of dangerous goods is an internationally recognised system. Safety can only be maintained if each link in the chain is meeting standards relevant to the product (and quantity) being transported.
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There are currently no Regulations made by the Secretary of State under the powers in the Civil Aviation Act 1982 and the Air Navigation Order to enable the UK CAA to issue an approval to an RPAS/UAS operator in the Specific category to carry dangerous goods.
There are no Regulations made by the Secretary of State under the powers of the UK Regulation (EU) 2018/1139 (Basic Regulation) to enable the UK CAA to issue an approval to an RPAS/UAS operator in the Specific category to carry dangerous goods.
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Stage 3 - CAA policy development ongoing. |
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0147 Carriage of Dangerous Goods on Specific Category RPAS/UAS
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0146
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Update and additions to CS-UKTSO
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To ensure Technical Standards Orders are kept up to date.
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Stage 3 - CAA policy development ongoing.
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0146 Update and additions to CS-UKTSO
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0132
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ATOL Reform
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Ensuring that our policy framework is aligned with our regulatory approach, i.e. focusing on proportionate risk-based regulation
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Initial consultation (CAP 2151) of our proposals during April-August 2021.
Consideration of the consultation responses is ongoing.
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Stage 3 CAA Policy development ongoing.
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Consultation: ATOL Reform (CAP 2151)
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0132 ATOL Reform
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0131
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Update to the UK Standardised European Rules of the Air (SERA)
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Airspace modernisation (electrification of aircraft propulsion), simplification of the ruleset, increased harmonisation with ICAO.
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Stage 3 CAA Policy development ongoing.
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Close
0131 Update to the UK Standardised European Rules of the Air (SERA)
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0128 |
Addition of pre-defined risk assessments (PDRAs) |
Amend regulation 2019/947 (UAS) and AMC/GM for the creation and use of PDRAs within the UK.
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Consultation already complete as per Opinion and Instruction document. |
Stage 3 - CAA policy development complete and contained in the Opinion and Instruction Document. Legislation development ongoing with Department for Transport |
Opinion and Instruction Document - 0128
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0128 Addition of pre-defined risk assessments (PDRAs)
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0121-001
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Airworthiness requirements for the Certified Category RPAS
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For the introduction of requirements into the Airworthiness Regulations for the design, certification, production, and continuing airworthiness of certified RPAS.
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Stage 3 - CAA policy development ongoing.
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Close
0121-001 Airworthiness requirements for the Certified Category RPAS
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links to associated – Documents
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0121
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Certified category UAS regulations
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Development of Regulations and AMC/GM for certification of UAS, Pilot Licencing, Operation Certification and additional regulatory changes
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Stage 3 - CAA policy development ongoing.
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Close
0121 Certified category UAS regulations
| Ref |
Issue |
Driver/Change |
Consultation method |
Status |
Links to associated docs |
| 0009 |
Operating near Conflict Zones |
To change the AMC/GM to UK Reg (EU) 965/2012 (Air Operations) Annex III ORO.GEN.200 (Management System) in accordance with ICAO Standard |
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Stage 3 - CAA Policy development ongoing. |
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Close
0009 Operating near Conflict Zones
Statutory Instrument planned for 2024
AMC/GM - 2023
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Ref
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Issue
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Driver/Change
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Consultation Method
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Status
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Links
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No Reference Number
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Annex 16 reference in BR
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Adopting amendment to ICAO Annexe 16 relating to the certification of aircraft for noise, certification of engines for emissions, and certification of aeroplanes for carbon dioxide emissions – coming into force on partly on 1 July 2022 and partly on 1 January 2023
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DfT led change
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Stage 5 - SI Laid June 2022
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The Aviation Safety (Amendment) Regulations 2022 (legislation.gov.uk)
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Close
Annex 16 reference in BR
Statement from DfT
This does not necessarily represent an exhaustive list of projects, as some projects, particularly those initiated by the DfT, do not require a mandate from the DfT/CAA Sponsorship Board. However, both CAA and DfT recognise the value of having as comprehensive list as possible, so this tracker will continue to be populated with all legislative projects as far as possible. Where projects do not go through the DfT/CAA Sponsorship Board to receive a mandate, they will be added to the tracker subject to sufficient scoping and development (including with stakeholders) having taken place, and concerns around sensitivity having been met.
