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Генна́дій Ма́ртович Прашке́вич (, , Піровське) — російський фантаст, письменник, поет і перекладач.

Біографія
Геннадій Прашкевич народився у 1941 році в селі Піровське Красноярського краю, пізніше з батьками проживав у Абалаково, Маклаково, Єнісейську, з 11 років проживав на станції Тайга, де й закінчив школу. Змалку відкрив у собі любов до читання, найулюбленішими письменниками, з його слів, вважає Артура Конан Дойла, Герберта Веллса, Олексія Толстого, Івана Буніна, Станіслава Лема, Миколу Гумільова. Перші вірші та оповідання розпочав писати ще в дитинстві. Перший вірш «Тьома Вєтров» опублікований у 1956 році в місцевій газеті, перше оповідання «Острів туманів» — у 1957 році. Ще під час навчання у школі розпочав листування з Іваном Єремовим, який навіть запрошував його в палеонтологічну експедицію, та став першим рецензентом його фантастичних творів, Георгієм Гуревичем, Миколою Плавильщиковим. Саме останнього Геннадій Прашкевич вважає людиною, яка ввела його у світ літератури, та найбільше вплинула на формування його літературного стилю. Геннадій Прашкевич після закінчення школи працював кондуктором вантажних поїздів, електрозварником, теслею, столяром; пізніше працював у Новосибірську в Інституті геології і геофізики АН СРСР, лабораторії раннього палеозою. Навчався на геологічному факультеті Томського університету. Після закінчення університету працював у лабораторії вулканології Сахалінського комплексного науково-дослідного інституту Сибірського Відділення АН СРСР. Під час роботи в Южно-Сахалінську вперше зіткнувся з радянською цензурою, коли у 1968 році був знищений увесь тираж збірки його віршів «Зорепад» (). З 1973 року працював у Західно-Сибірському книжковому видавництві в Новосибірську, проте у 1983 році він був звільнений після того, як його повість «Великий Краббен» потрапила під цензурну заборону, і більшість її тиражу в 30 тисяч екземплярів була знищена відповідно до наказу Держвидаву РРФСР. Після звільнення працював у геологічних та палеонтологічних експедиціях, побував у багатьох країнах світу, працював на Уралі, в Сибіру, на Далекому Сході, Камчатці, Курильских островах. З 1984 року став професійним письменником.

Член Спілки письменників СРСР з 1982 року (Спілки письменників Росії з 1992 року), Спілки журналістів Росії з 1974 року, Нью-Йоркського клубу російських письменників з 1997 року, ПЕН-клубу з 2002 року. Заслужений працівник культури Росії (2007), лауреат багатьохх премій, редактор видавництва «Свиньин и Сыновья» (Новосибирськ), працює над перекладами з багатьох мов світу.

Книги Геннадія Прашкевича перекладені багатьма мовами, та видавались у США, Великій Британії, Німеччині, Франції, Польщі, Болгарії, Югославії, Румунії, Литві, Узбекистані, Казахстані, Україні та інших країнах. Деякі твори Прашкевича виходили під псевдонімами. Роман «П'ятый сон Віри Павлівни» (написаний у співавторстві з Олександром Богданом) номінувався на Букерівську премію (2002 рік).
Він переклав, склав та видав російською мовою  антологію сучасної болгарської поезії «Поезія меридіану троянд» (1982); книгу віршів корейського поета із Сахаліну Кім Цин Сона (із яким Прашкевича пов'язувала багаторічна дружба) «Палаюче листя» (у співавторстві з В. Горбенко), яка двічі була видана в Росії та видавалась російською мовою у Філадельфії та в Нью-Йорку; роман Бруно Травена «Корабель мертвих».

З квітня 2008 року Геннадій Прашкевич веде щомісячний семінар молодих письменників у Новосибірську. Письменник також викладає на факультеті журналістики Новосибірського університету дисципліну «креативне письмо», де навчає студентів писати статті, рецензії, нариси.

Особисте життя
Геннадій Прашкевич проживає у Новосибірську. Його дружина — геофізик за спеціальністю та працює старшим науковим співробітником Інституту геофізики. У подружжя є дочка та двоє онуків.

Твори

 «XXII вік. Сирени Летючої» (Новосибірськ, 1975)
 «Люди Вогняного кільця» (Магадан, 1977)
 «Розкрадене чудо» (два видання — Новосибірськ, 1978, Москва, 2002)
 «Уроки географії» (Новосибірськ, 1987)
 «Війна за погоду» (Два видання: Новосибірськ, 1988, Москва, 1989)
 «Квітень життя» (Новосибірськ, 1989)
 «Записки промислового шпигуна» (сім видань)
 «Кіт на дереві» (Москва, 1991)
 «Посвяти» (Новосибірськ, 1992)
 «Шкатулка лицаря» (Харків, 1996)
 «Анграв-VI» (Донецьк, 1996)
 «Демон Сократа» (Новосибірськ, 1996)
 «Бик» (Москва, 1997)
 «Іномарка з томськими номерами» (Москва, 1997)
 "Обсерваторія «Сутінки» (Новосибірськ, 1998)
 «Парадокс Каїна» (Новосибірськ, 1998)
 «Пес Господній» (історичний роман, Москва, два видання — 1998 і 2004)
 «Секретний дяк» (історичний роман, Москва, 2001)
 «Великий Краббен» (Москва, 2002)
 «Цар-жах» (Москва, 2002)
 «Шпигун в юрському періоді» (Москва, 2003)
 «Книга керманича» (Санкт-Петербург, 2004)
 «Носорукий» (Новосибірськ, 2004)
 «Луна в квадраті» (Москва, 2004)
 «Школа геніїв» (Новосибірськ, 2004) (у співавторстві з Володимиром Свіньїним)
 «Білий мамонт» (Новосибірськ, 2005)
 «Золотий мільярд» (Москва, 2005)
 «Дихаючи парфумами і туманами» (Санкт-Петербург, 2006)
 «На государевій службі» (Москва, 2008)
 «Великі сніги» (Новосибірськ]], 2008)
 «Шкатулка лицаря» (Москва, 2008)
 «Війна за погоду» (Москва, 2009)
 «Теорія прогресу» (Москва, 2010)
 «Третій екіпаж» (Москва, 2011) (у співавторстві з О. І. Гребенниковим)
 «Вогнища світів» — Фантастичні повісті. До книги увійшли: «Замість передмови», «Світ, у якому я вдома», «Розкрадене диво», «Тільки людина», «Співавтор», «Вогнища світів», «Демон Сократа», «Анграв-VI», «Великий Краббен». Центрполіграф, 2012, Москва.
 «Полярна сага» — Фантастична повість (у співавторстві з Олексієм Гребенниковим). До збірника входять «Середовище проживання. Літературний Портал Білый мамонт». Білий мамонт, 2012, Новосибірськ.
 «Російська Гіперборея» — Історичні романи. (До книги увійшли: «Від автора», «Носорукий», «Секретний дяк», «Таємниця полярного князька»). «Паулсен», 2012, Москва.
 «Записки промислового шпигуна» — («Фальшивий подвиг», «Ітака — закрите місто», «Лови вітру», «Щастя за Колондом», «Людина з моргу», «Суперечка з дияволом», «Шпигун в юрському періоді», «Приречений»). Центрполіграф, 2014, Москва.
 «Немає поганих звісток із Сіккіму» — Фантастичні повісті. (Російський струльдбруг. Немає поганих звісток із Сіккіму. Божественна комедія. Після балу. Доктор Мікробус, або Інша історія Всесвіту). «Шико», 2011, Луганськ.
 «Масштаб» — П'ята книга віршів. — «Шико», Луганськ, 2011.
 «Китайська балада». «Китаянка». «Жінки, яких ми…». «Увесь ранок небо плакало…». «Біля тихої непрозоророї річки…». «Пам'яті поета Макса Батуріна». «Як у Пушкіна мороз…» «Прощання з Ригою». «Не треба музики…». «Діти індиго». — Вірші. «Мости», № 36, 2012, Франкфурт-на-Майні.
 «На государевій службі» («Носорукий», «Таємниця полярного князька»). — Історичні повісті. «Вече», 2013, Москва.
 Christy G. NURNER, Nicolai D. OVOLOV, Olga V. PAVLOVA. ANIMAL TEETH AND HUMAN TOOLS. A Taphonomic Odyssey in Ice Age Siberia. — Cambridge University Press, 2013.
 Gennadi PRASCHKEWITSCH. IWAN ANTONJWITSCH JEFREMOW. — Quarber Vthkur 114. Franz Rottensteiners Literaturzeitschrift fur Science Fiction und Phantastik. Verlag Lindenstruth, Giessen.
 «Від усього іноземного росіянин хворіє» — У книзі Дмитра Володихіна «Зубри». — ТОВ Центральне видавництво «Повітряний транспорт», 2013, Москва.
 «На государевій службі» («Таємниця підземного звіра», «Таємниця підземного князька»). — Історичні повісті. «Вече», 2014, Москва.
 «Російський струльдбруг» (Володимир Ларіонов. Теорія прогресу та почуття вини Геннадія Прашкевича. Немає поганих звісток із Сіккіму. Російський струльдбруг. Підкидьок пекла.) — Фантастичні повісті. «Литературный совет», 2015. Москва.
 «Білий мамонт» (Білий мамонт. Книга керманича. Кафа.) — Фантастичні повісті. «Литературный Совет», 2015. Москва.
 «Дедо» (Дедо. Інший (Парадокс Каїна). Вогнища світів.) — Фантастичні повісті. «Литературный Совет», 2015. Москва.
 «Передчуття громадянської війни» — Фантастична повість. У збірці «Російська фантастика 2015». ЕКСМО. 2015, Москва.
 «День работорговця» — Повість (у співавторстві з О. Гребенниковим). Літературно-художній альманах містики та фантастики «Полнолуние», додаток до журналу «Чудеса і пригоди», № 1, 2015, Москва.
 «Великий Краббен» та інші оповідання". (Великий Краббен. Територія гріха. Малий із яйця. Вся правда про останній капустяник. Запах щастя (Пастка мисливця). Перстень на три бажання. Хобот друга або Лист Володимиру Ларіонову про дива кохання. Іграшки дитинства. Реквієм хробакові. Перестрибнути прірву. Туман у черевику. Віртуальний герой або Закон всесвітнього тиску. Я бачив снігову людину. Співавтор.) — Фантастичні повісті. «Литературный Совет», 2015. Москва.
 «Божественна комедія» (Марія Попова. «Нова фантастика» Геннадія Прашкевича. Тільки людина! Божественна комедія. Золотий мільярд. — Фантастичні повісті. «Литературный Совет», 2015. Москва.
 «Секретний дяк» (Яна Доля. Героїзм на костях. Монолог письменника на тему чужої, але загальної вини. Секретний дяк). — Фантастичні повісті. «Литературный Совет», 2015. Москва.

У співавторстві з бізнесменом Олександром Богданом з Томська створив новий піджанр детективу — бізнес-роман:
 «Протигази для Саддама» (три видання — Новосибірськ, 1998, Москва, 2001, Томськ, 2004)
 «Людина Ч» (Два видання — Москва, 2001, Томськ, 2004)
 «П'ятий сон Віри Павлівни» (Два видання — Москва, 2001, Томськ, 2004)
 «Російська мрія» (2004)

Українською мовою
 «Школа геніїв» — Збірка (П'ять багать ромбом. Школа геніїв. Перестрибнути прірву. Іграшки дитинства. Хобот друга. Співавтор. Реквієм хробакові. Пастка мисливця. Вічний лоцман.) Київ. «Зелений пес», 2005

Мемуари, документальна і біографічна література
 «Кінець п'ятидесятих: листи І. А. Єфремова» (1990)
 «Пекельне полум'я» (1996)
 «Найвідоміші поети Росії. Від Ломоносова до Бродського» (Два видання — Москва, 2001, 2003)
 «Найвідоміші вчені Росії. Від Ломоносова до Сахарова» (Москва, 2000)
 «Малий бедекер по НФ, або Книга про багато чудових речей» (2002)
 «Береги Ангариди» (Новосибірськ, 2003, у співавторстві з Є. О. Йолкіним)
 «Василь Головачов: людина мети» (Москва, 2008).
 «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (Два видання — 2007, 2009)
 «Герберт Веллс» (Москва, 2010)
 «Брати Стругацькі» — Жизнь замечательных людей: сер. біогр.; вип. 1331. (У співавторстві з Дмитром Володихіним). — Молода гвардія, 2012, Москва.
 «Жуль Верн». Серія: «Жизнь замечательных людей» (2013)
 «Бредбері» Серія: «Жизнь замечательных людей» (2014)
 «Станіслав Лем». (У співавторстві з Володимиром Борисовим). Серія: «Жизнь замечательных людей» — Молода гвардія, 2015, Москва.
 «Толкін». (У співавторстві з Сергієм Соловйовим). Серія: «Жизнь замечательных людей» — Молода гвардія, 2015, Москва.

Публікації в журналах

 «Полудень. XXI століття»:
 «Дихаючи парфумами і туманами…». Повість — 2005, № 3
 «Російський струльдбруг», 2006, № 1
 «Божественна комедія». Повість — 2006 № 6
 «Історія російської фантастики». Есе — 2007 № 3,4,5
 «Немає поганих звісток із Сіккіму». Повість — 2008 № 3,4
 «Деграданс». Роман (у співавторстві з О. Калугіним) — 2007, № 9, 10, 11
 «Третій екіпаж». Повість (У співавторстві з О. Гребенниковим) — 2010, № 12
 «Юріїв день». Повість (У співавторстві з О.Гребенниковим) — 2010, № 4, 5
 «Кафа (Сутінки землі)». Фантастическая повесть — 2011, № 9, 10.
 «Передчуття громадянської війни» — 2012, № 6.
 «Якщо»:
 «Білий мамонт». Повість — 2003, № 8
 «Підкидьок пекла». Повість — 2004, № 6
 «Золотий мільярд». Повість — 2005, № 2
 «Інша історія Всесвіту». Повість — 2009, № 7
 «Реальність фантастики»:
 «Реквієм хробакові». Повість — 2002, № 2
 «Територія гріха». Повість — 2004, № 8
 «Світобудова за Петровим». Повість — 2005, № 5
 «Румун зробив відкриття». Повість — 2007, № 2
 «Нева»:
 «Після балу». 2010, № 7
 «Простір»:
 «Пригода століття». Повість — 1988, № 11
 «Демон Сократа». Повість — 1992, № 10
 «Візьми мене в Калькутту». Повість — 1992, № 4
 «Таємний брат». Роман — 1994, № 8, 9
 «Бик». Повість — 1997, № 11
 «Хімія і життя»
 «Кіт на дереві». Повість — 1986, № 11
 «Проза Сибіру»:
 "Чорні альпіністи, або Подорож Михайла Тропініна на Курильські острови. Повість — 1994, № 0
 «Шкатулка лицаря». Повість — 1995, № 1
 «Уральський слідопит»:
 «Світ, у якому я вдома». Повість — 1974, № 2
 «Шпигун в юрському періоді». Повість — 1974, № 9
 «Розкрадене чудо». Повість — 1975, № 3
 «Шпигун проти комп'ютера». Повість — 1976, № 6
 «Тільки людина». Повість — 1978, № 11
 «Вогнища світів». Повість — 1985, № 10
 «Лови вітру». Повусть — 1991, № 3
 «Анграв-VI». Повість — 1992, № 7
 «Суперечка з дияволом». Повість — 1993, № 1
 «Приречений». Повість — 1994, № 1
 «Співавтор». Повість — 1998, № 3
 «Великий Краббен». Повість — 2001, № 3
 «Зірка»:
 «Мис Марії». Повість — 1980, № 12
 «День і ніч»:
 «Сидіння на Погичу». Повість — 1994, № 4,
 «Секретний дяк». Роман — 1999, № 1, 2
 «Людина Чубайса». Роман — 2000, № 5, 6
 «Сибірські вогні»:
 «Помилка Юри Димочка». Повість — 1982, № 10
 «Город, або Уроки географії». Повість — 1985, № 7, 8
 «Носорукий». Повість — 1990, № 7
 Журнал «Поспішаю додому», Новосибірськ:
 «Азбука провини» — 2014, № 19.
 Журнал «Прапор», Москва:
 «Іванов-48» — 2014, № 6.
 «Упячка-25». — 2013, № 3.
 «ЗК-5» («Рік Тургенєва»). — 2015, № 6.
 Журнал поезії «Аріон»
 «Орфограммки». — Вірші. , № 4, 2013.
 Альманах «Полнолуние»
 «Генератор часу» — Фантастична повість (у співавторстві з О. Гребенниковим), 2014, Москва.
 «Сон літньої ночі» — Фантастична повість, 2014, Москва.
 Журнал «Фанданго»
 «Генератор часу» — Фантастична повість. (у співавторстві з О. Гребенниковим). , № 24, 2015. Симферополь.
 Альманах «Фантастіка 2013-14».
 «Само човек» — Фантастична повість. Переклад на болгарську мову Атанас П. Славов, Ілка Чечева. Човешката библиотека, 2015. Софія.

Премії
 Премія «Аеліта» (1994) (за повість «Суперечка з Дияволом» і цикл «Записки промислового шпигуна» в цілому)
 Новосибірська міська літературна премія ім. М. Г. Гаріна-Михайловського (1999)
 Номінація на Букерівську премію за роман «П'ятий сон Віри Павлівни» / У співавт. з Олександром Богданом (2002)
 Київська загальнолітературна премія «Спіраль віків» Першого міжнародного конвенту фантастики «КиївКон-2003» (2003)
 «АБС-премія» за статтю «Малий бедекер по НФ» (2003)
 Премія «Мандрівник» у категорії «Критика, публіцистика» за статтю «Малий бедекер по НФ» (2003)
 Премія «Бронзовий равлик» у категорії «Критика, публіцистика» за статтю «Малий бедекер по НФ» (2003)
 Приз читацьких симпатій «Сигма-F» у категорії «Публіцистика» за статтю «Малий бедекер по НФ» (2003)
 Новосибірська Обласна (губернаторська) літературна премія (2003)
 Премія читацьких симпатій «Сигма-F» (2003)
 Премія АБС (2003)
 Премія «Портал» за роман «Книга керманича» (2004)
 Премія «Бронзовий равлик» у категорії «Середня форма» за повість «Білий мамонт» (2004)
 Премія «Мандрівник» у категорії «Середня форма» за повість «Білий мамонт» (2004)
 Орден «Лицар фантастики» імені І. Халимбаджі (Єкатеринбург) (2004)
 Премія «Великий Роскон» (2005)
 Премія «Бронзовий равлик» у категорії «Середня форма» за повість «Територія гріха» (2005)
 Літературна премія імені Івана Єфремова за повість «Підкидьок пекла» (2006)
 Премія «Філігрань» за повість «Золотий мільярд» (2006, Москва)
 «Золотий кадуцей» (2007)
 Звання «Заслужений працівник культури Російської Федерації» (Указ Президента Росії № 1355) (2007)
 Премія «Бронзовий равлик» у категорії «Середня форма» за повість «Російський струльдбруг» (2007)
 Премія «Сибіряк року» (2007)
 Премія «Зоряний міст» у категорії «Критика, публіцистика та літературознавство» за книгу «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2007)
 Премія «Місячна веселка» за внесок у розвиток фантастики та за книгу «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2008)
 Премія імені І. А. Єфремова (2008)
 Премія імені Олександра Бєляєва за книгу «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2008)
 Премія ім. Ю. Тинянова за книгу «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2008)
 Премія Товариства дослідників російської фантастики (фестиваль фантастики «Сузір'я Аю-даг») у номінації «публіцистика» за книгу-дослідження «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2008)
 Премія «Мармуровий фавн» за книгу «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2008)
 Премія «Бронзовий равлик» за книгу «Червоний сфінкс. Історія російської фантастики від В. Ф. Одоєвського до Бориса Штерна» (2008)
 Премія «Полудень» у категорії «Критика, публіцистика» за цикл нарисів (2008)
 Номінація на премію «Російський Букер — 2010» за роман «Теорія прогресу» (2010)
 Премія «Меч Бастіону», що вручається на літературно-практичній конференції «Басткон» (2011)
 «АБС-премія» за книгу «Герберт Веллс» (2011)
 3-тє місце демократичної премії фестивалю «Зоряний Міст» у номінації «Критика, публіцистика, літературознавство» за книгу «Герберт Веллс». (2011)
 Премія «Бронзовий Ікар» у категорії «За загальний внесок у відродження, розвиток та пропаганду традиційної науково-фантастичної літератури» (2011)
 Номінація на Національнуі літературну премію Івана Петровича Бєлкіна («автора» пушкінських повістей) за повість «Упячка-25» (2013)
 Номиінація на премію Всеросійськой премії імені Антона Дельвіга за історичний цикл «Російськая Гіперборея» (2014)
 Літературна премія імені Івана Єфремова «за видатну редакторську, організаторську та просвітницьку роботу в області фантастики» (2014)

Примітки

Інтерв'ю
 Геннадий Прашкевич: «Этот мир — мой!»
 «Кто будет делать выбор?» Разговор с Геннадием Прашкевичем (14.04.2006)
 «3 мечты, 3 письма и 33 литературные премии» интервью с Геннадием Прашкевичем
 Геннадий Прашкевич: «Мы интересны друг другу тем, чего не знаем друг в друге»
 Геннадий Прашкевич: «Литература — это чувство вины»
 Геннадий Прашкевич: «Мои книжки жгут при всех режимах»

Посилання
 Геннадий Прашкевич, пресс-портрет
 Геннадій Прашкевич на сайті fantlab.ru
 ЭКСТЕЛОПЕДИЯ ФЭНТЕЗИ И НАУЧНОЙ ФАНТАСТИКИ о Г. М. Прашкевиче
 Електронні книги Г. М. Прашкевича
 Литературні семинари Геннадія Прашкевича
 Геннадій Прашкевич на сайті coollib.net
 Мультфільм по двовіршу Геннадія Прашкевича
 Офіційна сторінка на Facebook
 Геннадій Прашкевич на loveread.ec
 Геннадій Прашкевич на litres.ru

Уродженці Красноярського краю
Наукові фантасти Росії
Автори фентезі Росії
Критики-фантастикознавці Росії
Російські поети
Автори історичної прози Росії
Письменники-автори історичних романів
Автори пригодницької прози Росії
Члени ПЕН-клубу
Члени Спілки письменників СРСР
Російські перекладачі
Перекладачі фантастики
Російськомовні письменники XX століття
Випускники Томського університету
Персоналії:Новосибірськ
Лауреати премії «Мандрівник»
Лауреати премії «Аеліта»
Лауреати премії імені Олександра Бєляєва
Лауреати премії імені Івана Єфремова
Лауреати премії «Портал»


Actress Meryl Streep's insult to both the NFL and the MMA at the 2017 Golden Globe Awards certainly didn't go unnoticed.
Mrs. Streep forgot about NASCAR.
Regardless, the MMA community, showed intelligence above the knuckle-dragging expectations of Streep with it's collective response, which was complimentary toward Streep's career and accomplishments while defending their sport.
Outspoken UFC President Dana White, who is a supporter of President Elect Donald Trump and was a featured speaker at the RNC Convention, went on TMZ to discuss the issue.
While Dana White referred to Meryl Streep as "uppity," the adjective is hardly up for argument for the Hollywood liberal.
Watch the interview above and comment below.


text:
Sunday 4th January 2015
Todays survey involved a mixture of winter wheat and OSR as can be seen in the picture above.
The emphasis was on trying to locate a Roman villa but we ended up with more medieval evidence instead.
The Déus' and 13 inch coils were set up as follows; GMP, 18khz, Tracking and the other machine set up as Déus Fast, 18khz, Manual GB, Zero discrimination, Full Tones.
It was almost like a pantomime with buttons everywhere! Some really deep lead came up too which was very surprising as this field has had a lot of attention from several detectorists over the years!
The medieval finds consisted of a possible Saxon strapend, purse bar fragments, a spindle whorl, a casket key, an early buckle and a rare Edward IV half penny.
We cut the survey short as we'd arranged to meet the landowner and chat with him about the finds from the farm and the area in general.
He showed us a bag of Roman pottery and more interestingly.... tesserae from a villa floor!!! There were also coins and brooches too, which adds to the ever growing picture.
The landowner is almost certain that the main villa area is on a field next to his that belongs to another landowner. We expressed an interest in visiting this field to which he said that he'd put in a very good word for us and would give him a ring.
I'm ringing the landowner with the "tesserae" field on Friday so fingers crossed that he will be ok with The PAST checking his field for the elusive Roman villa!
The images of the days finds can be seen HERE.

redpajama_set_name: RedPajamaCommonCrawl


A couple of weeks ago I mentioned that the cats have lately become very lap-oriented right after dinner, and this has had a side effect: Marian has become quite attached to taking pictures of me buried under cats. So here's the latest. On the left, I'm slouched low in my reading chair so that Inkblot can settle comfortably on my stomach while I try to read. Sometimes I can, sometimes I can't. On the right, Domino is showing off her less intellectual side, rolling around in the sun on the back patio. One way or another, though, everyone's happy.


These knurled billet alloy pillion foot-pegs thread on to the lower shock mounting studs and are secured with allen set screws. They allow the removal of the bulky stock pillion foot-pegs.
Designed for the Yamaha SR500 / SR400, they should also work on many other models with 10mm fine thread shock studs.


In this work, we studied MMI and Y-junction based Mach-Zehnder modulators on both silicon-on-insulator and polymer based on thermo-optic effect. Both Pπ values and frequency response of the devices were measured and found to be consistent with those observed in the literature as well as results obtained from finite element simulations. We feel that our BCB based Y-junction modulators have the highest reported 3 -dB cut-off frequency to date. We also observe that all of our devices are polarization independent, an important feature for applications in optical communications.


Do you desire to paint looser more expressive paintings?
You will learn and practice simple techniques for looser more expressive painting. You will develop a greater understanding of color through mixing with a limited selection of colors. We will put these into practice by painting a few smaller paintings and one larger size painting.


This workshop will enable you to understand the provisions of the Financial Intelligence Centre Act (FICA) as well as the internal rules applicable for compliance. You will learn the aim and purpose of the Act, the regulatory bodies and other stakeholders involved within the Act, as well as money laundering control services. The workshop also includes other relevant information pertaining to the requirements for customer identification, keeping records, reporting and access to information.
The Protection of Personal Information Act (POPIA) was published in November 2013. Three years later, an Information Regulator was appointed. Any business responsible for processing personal information, even if only in the Human Resources department, is impacted by POPIA. Businesses in the financial field will be significantly affected by POPIA, and need to closely examine their data processing and storage policies and procedures. This course aims to create an awareness in everyday work activities for the data user; not so much as to be responsible for compliance, but to understand why data users should adhere to the requirements set out by POPIA for the processing of personal information.
The 2015 publication of the National Credit Amendment Act, as well as the Regulations that included the new Affordability Assessment Guidelines, has made South Africa's credit arena one of the most regulated worldwide. Our comprehensive workshop guides credit providers in implementing the Affordability Assessment Regulations, to ensure that consumers are only able to borrow according to what they can afford. This way, credit providers can combat over-indebtedness, protect the consumer, and build sustainable businesses.
The financial industry is required to be compliant with the Financial Advisory and Intermediary Act. This course will familiarise you with the specific provisions of the legislative framework that regulates the finance environment. You will learn about the roles and responsibilities of the representative, and about the importance of complying with Financial Intelligence Centre Act (FICA) and other relevant anti-money laundering legislation, as it applies to financial service providers.
This learnership will enable learners to manage first line managers in an organisation entity. First line managers may include team leaders, supervisors, junior managers, section heads and foreman. The skills, knowledge and understanding demonstrated within this qualification are essential for the creation of a talent pool of experienced and effective middle managers that represents the demographics of the South African society. This learnership will create a leadership cadre for the South African society throughout multiple industries and sectors both private and public.
This FET learnership will enable learners to understand the needs of the consumer lender both now and in the future. The learnership also aims at introducing learners to best practice lending principles and environmental awareness in all areas of banking such as: credit risk, credit base solution, banking transactions, customer service and sales.
This skills programme contributes towards the qualification of Office Manager. The learning areas that are covered include what management is, management and the environment, planning, and decision-making.
This skills programme contributes towards the qualification of Senior Office Administrator. The course content covers an introduction to economics, as well as economic systems in perspective.
This skills programme contributes towards the qualification of Junior Office Manager. The course content covers the meaning of "The Law", the law of contract, breach of contract, remedies for breach of contract, termination of contracts, and the law of delict.
This skills programme contributes towards the qualification of Office Manager. The course content includes learning about office supplies, handling petty cash, the principles of insurance, and internal control concepts.
This skills programme contributes towards the qualification of Senior Office Administrator. The course content includes learning about office equipment and ergonomics, as well as about filing systems and records management.
This skills programme contributes towards the qualification of Junior Office Administrator. The course content includes learning about the role and function of the secretary, as well as creating evidence and maintaining confidentiality.
In this advanced level course, you will learn to work with a management information system at a corporate level, and how to prepare a business for an internal and external audit.
In this intermediate level course, you will learn how to lead a small to medium-sized business, how to manage your work schedule as an entrepreneur, and how to operate efficiently in an office environment.
In this foundation level course, you will understand what it means to be an entrepreneur in South Africa. You will also learn to identify business opportunities, how to set up a new business, as well as understand the documents, processes, and recording of financial transactions in a business.
Gain a thorough understanding of accounting theory and practice to become a qualified Financial Accountant. If you are interested in advancing your skills in cost classification, linear programming, pricing policy, and more.
This skills programme contributes towards the qualification of Junior Office Administrator. The course content includes an introduction to human resource management, strategising, structuring and planning, as well as recruiting potential employees.
This skills programme contributes towards the qualification of Junior Office Administrator. The course content covers the following learning areas: an introduction to business, bookkeeping and accounting, and more.
In this advanced level course, you will learn to work with a management information system at a corporate level.
In this intermediate level course, you will learn to manage your diary and work schedule as a manager, and how to operate efficiently as a general office manager of a business.
In this foundation level course, you will be able to demonstrate an understanding of the documentation, processing and recording of a business' financial transactions.
This skills programme contributes towards the qualification of Technical Public Accountant. Learning areas include basic economic principles, management information systems, and public sector financial statements.
This one-year course in the last of the three qualifications to complete the Office Administration qualification programme and to qualify as an Office Manager. Learning areas in the diploma include business administration, financial accounting, and management.
This skills programme contributes towards the qualification of Public Accounts Administrator. The course content includes an introduction to income tax, payroll administration, employees tax and provisional tax, accounting for payroll, the structure of the South African public sector, and more.
This one-year certificate is the first of three qualifications required to become an Office Manager and leads up to a Diploma in Office Administration. Possible careers after completion; receptionist, office assistant, public or marketing administrator.
This skills programme contributes towards the qualification of Financial Accountant and will provide you with an introduction to international financial reporting standards (IFRS) and the conceptual framework.
This programme is perfect for anyone who wants to become an expert at managing the finances of a small business. With three learning areas, you can complete the qualification to become a Small Business Financial Manager.
This skills programme contributes towards the qualification of Financial Accountant. Course content includes activity-based costing, cost classification, cost volume profit analysis, linear programming, standard costing, and relevant costs.
This skills programme contributes towards the qualification of Financial Accountant. Learning areas include an introduction to strategic management, formulating a strategic direction, the context of strategic selection, and strategy identification and formulation.
This one-year course comprises the second of three qualifications required to complete the Diploma in Office Management. On completion of the course, you will be qualified as a Senior Office Administrator.
This skills programme contributes towards the qualifications of Technical Financial Accountant and Technical Public Accountant. Learning areas include the unspoken and written laws of business, and managing your personal finances as well as accounting systems.
This skills programme contributes towards the qualification programme of Technical Financial Accountant. Learning areas include an introduction to taxation, gross income, exempt income, allowable deductions, fringe benefits and allowances, employees' tax and provisional tax.
This one-year Financial Accountant qualification will give you the ultimate competitive advantage in equipping yourself to manage the financial affairs of a company. With this qualification, you will be able to work closely with a chartered accountant and registered auditor, as you complete your dissertation in Accounting Theory and Practice.
This skills programme contributes towards the qualification programmes of Technical Public Accountant and Junior Office Administrator. Learning areas include an introduction to managerial accounting, controlling inventory and overhead costs, and accounting for a manufacturing enterprise.
This one-year Technical Financial Accountant qualification will prepare you for your next step in becoming a Financial Accountant, by teaching you all you need to know about accounting control and business law.
This skills programme contributes towards the qualification programmes of Senior Bookkeeper and Technical Public Accountant. Learning areas of this course include the finalisation and interpretation of accounts, depreciable assets, financial statements of the sole trader, and partnerships.
This skills programme contributes towards the qualification programmes of Junior Bookkeeper, Public Accounts Administrator, and Small Business Financial Manager. Learn the principles of effective business communication, an introduction to working with numbers, verbal communication, and more.
This skills programme contributes towards the qualification programmes of Junior Bookkeeper, Public Accounts Administrator, and Small Business Financial Manager. Learning areas include installation and registration of Pastel Partner.
This one-year Senior Bookkeeper's qualification will teach you all you need to know about cost and management accounting as well as how to read, interpret, prepare and analyse the financial statements of an organisation such as income statements, balance sheets and cash flow statements using applicable financial ratios.
This skills programme contributes towards the qualification programme of Junior Bookkeeper. Learning areas include basic bookkeeping and VAT; planning, organising, implementing, monitoring and working within the payroll environment; and recording and validating input variations on employee records.
This programme is the first in the Accounting Programme, and will teach you all you need to know about bookkeeping and trial balances, as well as processing payrolls and monthly SARS returns by using computerised bookkeeping systems.
This skills programme is comprised on an introduction to business, bookkeeping and accounting; and contributes towards the qualification programmes of Junior Bookkeeper and of Public Accounts Administrator.
Lastly, you will go through the principles of risk management, understand accounting, manage diversity, and master business writing skills, business etiquette and business management.
You will gain insight into human resource management, credit management statistics, business law and economics in Part 4.
You will increase your knowledge about management, insolvencies and liquidations as well as legislations in Part 3.
Part 2 looks at credit policies, economic and legislative factors of credit management, debt re-scheduling, budgets, different types of credit and the role of microlenders in South Africa.
This course starts by focusing on the role of credit, its different forms and sources as well as supervisory skills and an introduction to the basic law of contracts.
Coaching is about creating the change that enhances performance and learning. Coaches emphasise new competencies, learning, and goal attainment. These are essential tools for any management or supervisory role in the workplace.
This highly practical introductory course provides you with all the essential skills, tools, and techniques that you will need to support you in your project management role.
This programme focuses on the requirements as set out in the National Credit Amendment Act (NCAA) of 2014, ensuring that Debt Counsellors can be compliant when carrying out their business. The all-in-one compliance training will ensure that debt counsellors and their employees are fully trained, allowing you to integrate the necessary insight, practical skills and contextual understanding in your day-to-day operations. Modules within the programme will address the National Credit Act (NCA), economics, debt counselling, governance and compliance, business management, and financial management.
This skills programme will explain basic management activities and tasks, in addition to the main managerial functions that you will need to perform to run a successful business.
Equip learners to better understand the changing factors influencing the role of the micro credit provider, specifically focusing on mathematical equations relating to interest rates and interest rate caps imposed by the NCA.
This compliance training focuses on the requirements as set out in the National Credit Amendment Act (NCAA) of 2014, ensuring that credit providers are able to maintain compliance effectively within their business. This all-in-one programme will ensure that your staff are fully trained, allowing you to integrate the necessary insight, practical skills and contextual understanding in your daily operations. Modules within the programme will address financial management, business management, customer service, economics, governance and compliance, as well as fraud and risk management principles.
This course will enable you to understand the various stakeholder roles and the different employment-related policies and procedures, such as disciplinary and grievance procedures.
This course will explain the impact of recent NCA pricing limitations amendments, enabling you to better understand how credit agreements work, the rights of the consumer, as well as how to calculate the cost of credit.
The principle of life-long learning serves as the foundation for any successful managerial career. This programme aims to equip junior and middle managers with the competence required to implement their organisations' strategies.
The FICA Compliance workshop is a guide to the legislation around the prevention of organised crime and protection against terrorism. The workshop will enable you to understand key money laundering and terror financing offences, along with the money laundering and terror financing control institutions in South Africa. The workshop also includes other relevant information pertaining to the requirements of record keeping and compliance management obligations, and all relevant legislation is included along with the Guidance Notes issued by the Financial Intelligence Centre.
The Consumer Protection Act (CPA) came into effect to place a greater emphasis on consumer rights, after various accounts of consumers being unfairly treated by businesses. The Act regulates the way businesses relate with consumers, how they market their products and services, and the rights that consumers have, among others. Every business should familiarise itself with the provisions of the Act and take measures to ensure compliance, as failure to comply may result in financial penalties as well as imprisonment. The aim of this one-day workshop is to educate business owners/directors and their employees on what the CPA means for their business, as well as how to ensure compliance.
The financial industry is required to be compliant with the Financial Advisory and Intermediary Act. This course will familiarise you with the specific provisions of the legislative framework that regulates the finance environment. You will learn about the purpose of the Act, the roles and responsibilities of the key individual and the representative in terms of the Act, managing the rendering of services under supervision, and how to comply with the regulatory environment in which the financial service provider functions.
Any business which processes personal information will be impacted by the Protection of Personal Information Act. Those in the financial services field will be significantly affected, and will need to closely examine their processes and procedures in data processing and storage. In this workshop, we will explain your obligations in terms of the Act, and will show you how to prepare and ensure compliance in practice.
While your aim is to collect on outstanding debt, you should still have the aim of retaining the customer.
You will learn how to research and develop plans to improve systems and to implement their findings. You will also develop the skills to monitor and control administration systems.
This course will assist you in understanding the importance of good accounting practices in a debt recovery environment.
The National Credit Amendment Act (NCAA) 19 of 2014 is thought to potentially have the most significant impact on the credit industry since the National Credit Act (NCA) was implemented in 2007. In this course, you will learn about the history of the credit industry since 2005 when the NCA was first introduced, up to and including all of the amendments brought about by the NCAA.
This course will teach you to become more efficient and organised when keeping records, to learn to instantly locate records on request, and to maintain perfect records at all times.
Our FICA awareness workshop will enable you to understand the provisions of the act and the internal rules applicable for compliance. You will learn the aim and purpose of the Act, regulatory bodies and other role-players involved within the Act and money laundering control services.
In this course, you will learn how to manage these portfolios effectively, evaluate debtor accounts, maintain records of interactions and update the portfolio information, manage and review allocations of monies received, and more.
With the knowledge gained from this course, you will be able to quickly and efficiently review and manage the credit grantor portfolios.
In this workshop, we will explain your obligations in terms of the Bill, and practically show you how to prepare and ensure compliance.
You will learn the purpose and objectives of the Act, consumer's rights, how not to give credit recklessly, as well as the different fees that you may charge under the Act.
Negotiating with debtors and collecting on outstanding debt can be a time-consuming task. The key is to be properly prepared by putting effective collection strategies in place, in order to successfully negotiate a promise to pay.
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This short course will cover the different types of credit agreements, unlawful agreements and the inclusions and exclusions in terms of the National Credit Act (NCA).
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KKR is in talks with Radiant Life Care for the acquisition of 49% stake for an amount of $200 million.
Private Equity investor KKR had also previously lent Rs 450 crore to the healthcare based company Radiant and now in process to endow more funds via KKR Asian Fund III, investor firm released the statement.
Abhay Soi, Chairman of Radiant Lifecare, KKR has more than two decades of experience in investing and working alongside healthcare companies. With the expertise, we look forward to expanding our business.
This is an exciting time for healthcare in India, given the growing demand for superior medical treatment. In this industry, scale and operating leverage are increasingly important, and Radiant has a unique opportunity to acquire assets during a time of industry consolidation. KKR is focused on providing long term capital solutions to experienced healthcare partners like the radiant team to continue their work to deliver high-quality care and services, said Sanjay Nayyar, CEO of KKR India in his statement.


text:
The electric shock coming down the line for Reading's commuters
March 8, 2016 January 3, 2017 Reading-On-Thameselectrification
Reading has seen a massive investment in its railway infrastructure in recent years, with the station re-build, extra platforms, the flyover to the west, and the tunnel to the east. The next show in town is the electrification of the Great Western mainline. But closer inspection of the plans shows that Reading's post-electric commuters could be in for something of a shock.
The electrification on the Great Western mainline is a huge project estimated most recently at £2.8bn, already way above its initial estimates. The outcome will be faster, cleaner, more efficient train services befitting of the 21st century. Crucially, there will be some capacity freed up on the tracks, thanks to improved signalling technology. This is the main benefit for passengers; new trains are all well and good, but most commuters I know will take a seat over a USB charging socket any day of the week.
Unfortunately, that extra line capacity may not directly benefit Reading. Why not? Because they're targeting Bristol instead. There have long been complaints from the West that over the course of decades the timetables have been "padded out" to include more calls at interim stations, particularly Reading and Swindon, and more recently Didcot. The result has been a gradual slowdown in journey times from London to Bristol.
The initial plans for post-Electrification, presumably after heavy lobbying from Bristol, see the extra line capacity allocated to new half-hourly services, in both directions, between Bristol Temple Meads and Paddington. The catch? After one call at Bristol Parkway, these services will be non-stop to Paddington. A new regular experience for Reading's long-suffering commuters will be watching shiny new trains speed past at 125 mph every 15 minutes. Actually, it will be 95 mph because health and safety means they must slow down to avoid creating so much draught that it could drag passengers down onto the tracks. It's an apt analogy, because for Reading this plan monumentally sucks.
This idea, seemingly unopposed from Reading, is frankly ludicrous. Reading's army of daily commuters each shell out over £4k a year, rarely get a seat, and endure the most over-crowded services in the country. Yet Network Rail's £2.8 bn plan to tackle it is to get Bristoleans to their occasional business meeting in the smoke 5 minutes quicker and without those pesky Berkshire folk clogging up their aisles and vestibules for the last half hour.
In the short term, the remaining stopping Bristol trains might have a little more room for us, given that the extra services will satisfy some of the West Country demand. And some of the new trains will be one carriage longer, with further space saved from smaller engines. But it seems inevitable to me that this will be at best short-term relief as demand grows further. Also, at Paddington, Bristol bound travelers will take the first available service, even if it stops at Reading, whilst our commuters will have to start to take care not to board a service with no Thames Valley halt.
The worst part about this plan is its failure to recognise that 21st century Reading is a very different proposition to a 1970's Reading that perhaps fairly didn't warrant the frequency of service it enjoys today. As a rapidly growing commercial centre in its own right, Reading is now a leading regional player, quite apart from also housing a huge legion of London-bound commuters with many more apartment schemes in the pipelines to swell those numbers further. And yet, it's almost as if the town's progress goes unnoticed. The place that brought you Britain's largest town without city status, now we bring you Britain's busiest train station and largest population centre to suffer the indignity of regular passenger services flying through it without stopping. It's very simple. All trains passing through Reading should call at Reading. Our huge commuter population is the cash cow of the network. We've funded the electrification. We should get the benefits. Bristol currently has one non-stop service per day into Paddington (and none the other way). Why is there a sudden need for 60-odd trains per day to whizz past Reading? Are the needs of the West really the greatest?
For the Stattos among you, Reading is indeed, as often quoted, the second busiest interchange railway station outside of London. If you measure instead on barrier entries/exits, Reading still ranks very highly and, notably, has 60% more local passengers than Bristol Temple Meads.
Barrier Entry/Exit Excluding London
Interchange League Table
The problem of congestion into Paddington is well publicised, with two trains from Reading making the annual top ten most over-crowded services. The issue is not lost on Network Rail. Their strategy document seems to concede these proposed Bristol expresses need to come to the rescue, but then admits even that won't be enough, and then proposes not to anyway! Have a read, (the 2019 ITSS is the new post-electrification timetable).
Further capacity is also required to serve commuters on long distance services between London Paddington, Reading, Didcot and Swindon. There is an option to amend anticipated calling patterns in the 2019 ITSS so that additional long distance services call at these stations during the peak periods, to help smooth demand;
however whilst this could provide additional capacity, it is not sufficient on its own to accommodate all predicted passenger demand. Such additional calls may also be inconsistent with the improved inter-urban journey times anticipated by the Intercity Express Programme.
Thankfully, the 2019 timetable is still a work in progress, so there's time for Reading's three MP's (yes, I'm including John Redwood's Reading South-East constituency) to press the case for changes to this flawed initial thinking. I asked Great Western to clarify their plans for trains skipping Reading, but perhaps staff at the Holiday Line are on vacation: I got no response. In the meantime, please stand clear of the platform edge – the train approaching platform 2019 is not scheduled to stop at this station.
← Royal Elm Park – Two Sides to the Story
Reading 2050 -The plan for the Tram →
10 thoughts on "The electric shock coming down the line for Reading's commuters"
James Winfield says:
Though we do have additional London-bound capacity on Crossrail.
Reading-On-Thames says:
Thanks James. Unfortunately Crossrail stops all stations into Paddington so is far inferior to mainline services for London-bound commuters. If it just stopped at Maidenhead and Slough then yes, it would solve the problem. But they'd get stuck behind stopping services so can't be provided.
This is why mainline services should all call at Reading
Reading General says:
It always appears to me when i visit the station, leaving london bound punters aside, that many people want to board westbound services and many leave eastbound services. So, many people require a stop at Reading to interchange or exit, rather than it being just stopping to pick up 'commuters'. From a broader point of view with regards to campaigning it is worth remembering that a large amount of people boarding london bound trains in the morning are not from the borough but have arrived on other trains to join a london service..
gabrielhessayon says:
I really like the Great Western Main Line being electrified. This means we now have greener, faster and efficient trains between London and Reading. YAY!!!!
TrainSpy says:
I think there's a big case of entirely missing the point here.
The new Intercity Express Trains offer around 20% more standard class seats compared to today's HSTs (give or take, depending on exactly which trains are you comparing). That's a direct benefit to Reading commuters.
They will also reduce westbound journey times by as much as 20 minutes.
Additional brand new commuter trains (Class 387s) will provide longer trains for Reading commuters into London. They will also enourage shorter distance commuters (from Hayes/Maidenhead for example) freeing up significant numbers of seats on quicker trains into London.
thanks TrainSpy. You're right that I'm not quite telling the full story in my article, in that there is additional capacity for Reading-to-Paddington too, as you explain.
But I stand by the main point that seeing regular services bypass Reading will come as a shock to our commuters, especially when there are delays to other services and the next service/path then isn't available to them.
Reading's significance on the network is downgraded (albeit slightly) by the introduction of these through services, which isn't ideal for residents or the attractiveness of the town commercially. I think that's an observation worth making, and hadn't been picked up by local media.
That's not quite true either though – your article says:
"…most commuters I know will take a seat over a USB charging socket any day of the week.
"Unfortunately, those tangible benefits of electrification are not to be felt in Reading."
As we've just said, those additional seats will be seen in Reading.
I suppose the point about seeing some of the new trains pass straight through Reading is a fair one, but given Reading currently enjoys a train once every five minutes on average into and out of London throughout the day (more at peak times) – a frequency that is difficult to match for any other commuter town – its hardly a revelation.
And finally GWR doesn't actually have any trains in the current top ten overcrowded list – largely because of the additional capacity etched out from converting a First Class carriage on each long distance train to standard (the Telegraph link is for 2015).
fair cop on that wording – I've rephrased that sentence to be clearer that I'm talking about the line capacity. My article was written back in March 2016 (although had a recent surge of visitors) so the quoted Telegraph link was up-to-date at the time of writing. If things have improved marginally since I guess that's positive.
Just on your "commuter town" point, I know with regard to London flows that's correct, and my article does major on Reading's commuters. But we should not be considered a "commuter town" (or the even worse term I hear "dormitory town"). Reading has 42,000 inbound daily commuters vs 33,000 outbound. Even subset to rail journeys, there are 6,400 daily inbound arrivals vs 6,300 departures, so we are net commuted to, rather than from. http://www.nomisweb.co.uk/census/2011/wu03uk/chart
My view is that we should be pushing Reading as a commercial centre, and maximising its connectivity to support that aim. Thus, even if these extra services were set-down only / pick-up only at Reading into / out of London respectively that would be a positive move.
Cheers ROT – I just think it is important to recognise that Reading is an extremely well served area from a rail perspective – largely because of earlier investment in the railway that frankly other towns and cities have not received, and not despite it.
I also agree on the whole dormitory town nonsense – and like the net commuted to figures. However again, I would argue that this is what GWR's strategy is designed to focus on. The commuters generally come from within the Thames Valley – therefore the calling patterns of the new Intercity Express Trains are largely irrelevant – they effectively just shuttle between London and Reading anyway.
The important services for Reading inbound customers are not the 'showstopping' High Speed Trains, but the local commuter services – which will greatly benefit from the brand new fleet currently replacing the old diesel trains currently in use.
Crossrail will also play a very important role in freeing up spare capacity for these commuters so dangerous to dismiss its impact out of hand.
Yes, you're right that Crossrail is useful for people commuting into Reading from the east, and having our name on the dot matrix destination signs under central London will be a profile boost.
To me, the recent investments don't feel targeted at Reading, but rather co-incidental. The station rebuild was to prevent routine delays to intercity services awaiting platforms, rather than to boost Reading per se. We didn't get the full new concourse the council wanted either. Crossrail needed somewhere to terminate, and it feels like there was reluctance to bring it as far as Reading – had they not then Thames Valley commuting would have been badly impacted.
I'd like the government to decide that Reading can be a big deal, and as such maximise its connectivity. Fast, tube-like frequent connections to London boosts business investment here too, with executives able to access meetings in London / days in the London office easily. Reading should be able to complete with the recent Paddington office cluster as a business hub.
The coming Heathrow rail link perhaps feels like the most pro-Reading investment. It could be a big factor in attracting new business. And of course it furthers the case for all services from the west to call at Reading to allow interchange for the airport.


Description In similar issue (28114, Visualization, Ray tracing - Make ray tracing mode interactive in high resolutions) an attempt has been made to improve interactivity during interaction with the scene. However, when the camera is stabilized the performance drops significantly (to its "normal" level).
1) Keep interactivy at a high level (FPS) which is especially important for low-performance GPUs.
2) Prevent freezing of application GUI and possible crashes due to driver's limit on maximum frame rendering time (it is related to complex scenes).
This allows to balance GPU loading and interactivity and adapt to wide range of GPUs.
Branch CR28129 has been created by dbp.
Could you please review the patch in branch CR28129?
Branch CR28129 has been updated forcibly by dbp.
Please add test case for this functionality.
Branch CR28129_1 has been created by dbp.
See images attached for the reference result.
Why this change is required?
(as far as this header does not define a mess of macros like "windows.h").
Branch CR28129_1 has been updated forcibly by dbp.
Really, it is strange change. It was reverted. Please find updated code in the same branch.
Branch CR28129_1 from occt git-repository (and master from products git-repository) was compiled on Linux, MacOS and Windows platforms and tested.
Branch CR28129_2 has been created by dbp.
Could you please review fixes in CR28129_2 branch?
Branch CR28129_2 has been updated forcibly by dbp.
Please, rebase branch CR28129_2 on the current master. Thank you in advance.
Branch CR28129_3 has been created by dbp.
Re-basing the patch on current master.
Please find rebased patch in branch CR28129_3.
Branch CR28129_3 from occt git-repository (and master from products git-repository) was compiled on Linux, MacOS and Windows platforms and tested.
Branch CR28129 has been deleted by kgv.
Branch CR28129_1 has been deleted by kgv.
Branch CR28129_2 has been deleted by kgv.
Branch CR28129_3 has been deleted by kgv.


In this item we try to provide useful information, or sources of information, related to the ownership, including purchase and maintenance, of an Aircraft in the UK.
The content is arranged in separate subject areas in the accordion sections below.
If you think we should include additional information or have got something wrong please Contact Us and let us know.
This article is intended to provide basic advice on the purchase of a typical light GA aircraft, either factory built or as a kit build project, including a part built kit.
AOPA members may Contact Us for further advice.
On the face of it, purchasing an aircraft should be as straight forward a buying a vehicle or a property.
Follow up with a detailed inspection, perhaps with an Aircraft Engineer or Surveyor, and test flight.
If you are responding to an advertisement be aware that there is a growing level of fraudulent advertisements for aircraft, particularly on auction websites, bogus websites and social media.
The information below provides more detail about completing the purchase and taking ownership of the aircraft.
There are many companies offering finance for the purchase of an aircraft. The majority will require the loan to be secured on the aircraft by a mortgage. The terms vary, subject to your status, so it is a good idea to shop around.
If you are buying your aircraft through a broker they may also offer to arrange finance. If you use such a service, make sure you understand any terms and administration costs they might add or commission they may be receiving. You may get a better deal dealing direct.
See the UK CAA website for registering an aircraft in the UK.
You may require a radio licence to be issued for your aircraft. Aeronautical Radio Licences are not transferable, so licences held in the previous owner's name are not valid. See the UK CAA website for more details.
If your aircraft will be, or is, subject to a mortgage you may enter a new aircraft mortgage on to the register. See the UK CAA website for more details.
A pre-purchase inspection of an aircraft that you are seriously considering buying can be a valuable tool in negotiation with the owner. You should approach a suitable Aircraft Engineer to ask if they would carry out an inspection for you and under what terms and cost. You may not find an engineer willing to put anything in writing in case of possible litigation against them on the basis of their inspection. However, you should make sure the engineer has a clear understanding of your expectations and you of his/hers, including any limitations.
There is normally a going rate per hour plus expenses. A licensed engineer is not essential, as many unlicensed engineers employed in a maintenance organisation have a wealth of experience. You might also consider approaching local groups operating an aircraft similar to one you are interested in, as such a group usually has a co-owner who looks after the engineering side, and they are often quite knowledgeable. Different aircraft types suffer from known problems particular to that type. Owner club websites are also a good source of information.
The aircraft and engine logbooks (preferably going back to the date of manufacture) need to be made available to your engineer because he/she will be able to tell you a lot about the aircraft simply from its recorded history. He/she will also examine the logbooks to check that all the correct maintenance has been properly carried out, and that all the ADs and SBs (Airworthiness Directives and Service Bulletins) have been attended to. If the aircraft has flown much less than 100 hours per year for considerable periods in the last few years, then beware of engine corrosion problems. Many owners do not take kindly to their aircraft being dismantled in order for a third party to investigate its airworthiness, and in this case an inspection relies mainly on what can be viewed externally or seen via inspection panels. But, if the underside of the aircraft is dirty or muddy, beware of superficial corrosion of the skins (assuming an aluminium structure) indicated by little bubbles under the paint. Check the state of the interior and the avionics fit, because this has an impact on the value, as does the total hours on the airframe and particularly the engine. Bear in mind that bringing an engine back to zero hours, together with renovating all the ancillaries may set you back £15k plus or minus depending on type. Different engines have differing TBOs, so an aircraft with an engine coming up to the end of its TBO life, or calendar life if that is closer, is worth that much less that one with a brand new engine. A new paint job will set you back £6000 or more.
A typical pre-purchase inspection may cost something of the order of £300 plus expenses, and will vary according to factors such as depth of inspection required, selling price and complexity of the aircraft. Twin–engine aircraft, and aircraft with retractable gear, de-icing, variable pitch propeller etc. will inevitably cost more. You should expect to cover the engineer's expenses, typically travel and subsistence. Remember the basic price quoted above is roughly equivalent to the labour costs for a 50-hour check inspection - the pre-purchase inspection at this level cannot be expected to uncover problems that may only come to light at an annual check, which is much deeper than a 50-hour. If asked, your engineer may (or may choose not to) offer a valuation – do not expect one in writing, though. He/she may also recommend that you avoid purchasing the aircraft altogether (again, not in writing) and in this case you would be wise to heed his/her advice, even though that advice has cost you money.
seeks a Permit to Fly for an amateur built aircraft.
is restoring an aircraft (which is not eligible for a Certificate of Airworthiness) and seeks a Permit to Fly for it, be it an existing amateur constructed aircraft, or an historic aircraft whether factory built or otherwise and irrespective of whether it was originally built in the UK or has been imported.
The CAA approves all amateur built aircraft. The route to achieving approval is either by the CAA conducting a direct investigation of the aircraft or, for certain simpler types of aircraft, via the BMAA or LAA conducting the investigation on their behalf. At the end of the BMAA or LAA investigation the CAA issue the approval on the basis of their recommendation.
CAP 659 applies to anyone who seeks a Permit to Fly for an amateur built aircraft, but it only describes the processes that should be followed where the CAA is directly involved in the investigation and approval of the aircraft. Cross-reference may be made to BMAA and LAA processes, but no attempt is made to define them. Amateur builders who wish to know what those processes involve are advised to contact the BMAA or LAA direct.
Under Part 4 Airworthiness of Aircraft Chapter 3 of the Air Navigation Order 2016 , no aircraft may fly in the UK unless, subject to certain exceptions, it has a valid Certificate of Airworthiness (C of A) or a valid Permit to Fly.
The level of airworthiness achieved by both the design and during the building process is variable and because of this the CAA do not consider it appropriate to issue a C of A to such an aircraft. The CAA will, however, consider as an alternative the issue of a Permit to Fly under the requirements of BCAR Chapters A3-7 or B3-7, when we are satisfied that the criteria of BCAR Chapters A3-7 or B3-7 have been met.
Before you can fly an aircraft it is required by law to have minimum levels of insurance. The level of insurance cover depends on the Maximum Take-Off Mass (MTOM) of the aircraft and on the number of passengers carried.
In the United Kingdom the Civil Aviation Authority (CAA) is the designated authority for monitoring compliance with the regulation on behalf of the Department for Transport (DfT).
The Civil Aviation (Insurance) Regulations 2005.
Explanatory memorandum to the Civil Aviation (Insurance) Regulations 2005; HMSO SI 2005 No 1089.
The minimum level of insurance cover is based on an International Monetary Fund "Special Drawing Right" (SDR) international currency unit. To convert to GBP, You can find the current exchange rate here.
* Aircraft and micro-lights with a MTOM of less than 500 kg used for non-commercial purposes or used for local flight instruction which does not involve crossing international borders are not required to insure against war and terrorism (war risk). Check Regulation (EC) No 785/2004 for more detail.
For non-commercial operations with aircraft having a MTOM of 2,700 kg or less, the minimum level of passenger insurance shall not be less than 100,000 SDRs per passenger. In all other cases the minimum level of passenger insurance shall not be less than 250,000 SDRs per passenger.
Baggage shall be insured for not less than 1,000 SDRs per passenger.
Cargo shall be insured for not less than 17 SDRs per kg of cargo carried, if relevant.
Total = 3,753,000 SDRs. This is approximately £3.44 Million.
However, you may find that there is a much higher minimum insurance requirement at some Airports or Airfields, especially Ministry of Defence properties.
You may also get an estimate of the minimum level of insurance required for a particular aircraft type from the G-INFO database.
Enter the Aircraft type you are interested in and then Search. Select one of the aircraft in list, if there are any listed, and then click Minimum Insurance Requirements for an estimate.
"The CAA will normally consider evidence of insurance, and therefore compliance with the Regulation, on the basis of the exchange rate between Sterling and the SDR in place at the inception of the policy. However, owners and operators need to be aware that it is their responsibility to ensure that adequate cover exists for each and every flight. If owners or operators have concerns over their level of cover they should contact their broker for advice."
The Aircraft Insurance market has expanded in recent years and there is now much wider choice for obtaining quotes, which has subsequently seen premiums at least remain stable and possibly reduced.
As with other insurances, you can affect the cost of your insurance by reducing risk. One way is to restrict cover to named pilots only with minimum levels of PIC hours, in particular hours on type.
On renewal, shop around for comparable levels of cover to check that you are still getting a good deal from your Broker.
There may be other ways to keep your premiums down. Speak to your Broker for advice.
Within the UK, other than those aircraft deemed to be deregulated, require a Certificate of Airworthiness (CoA) or Permit to Fly based upon the correct maintenance being undertaken.
An Initial Inspection will be carried out at the first Annual review to ensure all airworthiness matters in the maintenance schedule are up to date so that an ARC can be issued.
Every 50 hours (or 6 months) an inspection will be carried out. If less than 50 hours has been flown then a "50 Hour" check will be carried out at 6 months as required by the approved schedule of maintenance.
In a controlled environment, an Annual Airworthiness review is carried out. When passed, an ARC is issued every 1st and 4th year, with extensions at years 2 and 3 by a Subpart G organisation or the CAA.
The Annual Airworthiness review is carried out by an approved maintenance organisation.
An amendment to EASA Part M Regulation allows for the owner of an ELA1 categorised aircraft not involved in commercial operations to maintain the aircraft under a SDMP.
For more information about using a SDMP see this CAA Document.
LAA Permit Aircraft are issued with a Permit to Fly by the CAA based on LAA Recommendations.
The Permit to Fly is non-expiring but has a certificate of Validity which is reviewed annually.
The owner must ensure that the aircraft is maintained to a schedule, or programme, agreed with the LAA.
Maintenance must be signed off by an LAA Inspector approved for the aircraft type.
BMAA Permit Aircraft are issued with a Permit to Fly by the CAA based on BMAA Recommendations.
The owner must ensure that the aircraft is maintained to a schedule, or programme, agreed with the BMAA.
Maintenance must be signed off by a BMAA Inspector approved for the aircraft type.
The CAA issue the Permit to Fly, facilitated through a BCAR A8-20 Organisation.
A Certificate of Validity will normally be issued by the CAA on recommendation.
The Maintenance Organisations below have signed up to the AOPA Maintenance Code of Practice.
The December 2016 issue of the AOPA Magazine included an introductory article on the Self-Declared Maintenance Programme (SDMP) for EASA aircraft of MTOM 1200kg (ELA1) used for private flying.
The next time your aircraft goes in for its annual service, your maintainer should seek your views on the Maintenance Programme (MP) to be adopted. Since October last year, it has been an EASA requirement that each aircraft has a specific MP that is declared by the owner to be appropriate, the SDMP.
It is to your advantage to take the time to work through this with your maintenance organisation. Of course, you can simply ask your maintenance organisation to sort it out without your guidance or involvement, but the MP may end up being more comprehensive than is practically necessary.
You are likely to be charged for the time to complete the forms to set up your aircraft-specific MP, so why not take the opportunity to learn more?
To make a self-declaration,it is useful to complete the EDD 2015/024/R form from the CAA website, which explains the basis of any MP in a standard format.
The CAA do not review or approve any maintenance programme; this is now the responsibility of the owner. Note also that any annual service has to be signed off by a licensed engineer, so your MP will need to be agreed with them.
The CAA simply file the declaration away in case it needs to be looked at in the future. If your aircraft has a maintenance schedule provided by the manufacturer, you, or your maintainer, can use this as a basis on which to start formulating your aircraft's MP. Note that the manufacturer's maintenance schedule might not be available directly to the private owner as many manufacturers provide the appropriate technical publication only through a specialised US provider, APT (Aircraft Technical Publications), which your maintainer hopefully subscribes to.
EASA have defined a Minimum Inspection Programme (MIP) that any MP must satisfy, so yours will lie in between.
A manufacturer has to assume that an aircraft can be used in a range of environments and operating conditions, perhaps being stored outside, maybe in arctic, coastal or desert conditions, with some pattern of assumed usage. But your aircraft may be stored in a warm hangar and flown just 50 hours a year, so the maintenance requirements might not need to be so demanding.
So the opportunity now exists to have a slimmed down MP that is fit and suitable for your aircraft, with unnecessary aspects removed and others reduced in scope or frequency to meet your situation.
You may, however, wish add in some checks and procedures to cover particular operational aspects, e.g. more frequent landing gear checks when operating out of a very bumpy airfield.
So dig out the CAA form; immediately you can draw a line through many of the boxes as you are not a balloon and only have an ELA1 etc. Then take a careful look at the manufacturer's or current maintenance schedule and question each part. This is where you need to get together with your maintainer, removing all that does not apply. Time spent establishing the most appropriate MP will save you money in future years.
No doubt there will be some one-off costs involved in setting up your SDMP but the overall aim is to allow more relevant MPs to exist for each aircraft. So create the MP that works well for you and your aircraft.
Direct costs means the costs directly incurred in relation to a flight (e.g. fuel, airfield charges, rental fee for an aircraft). There can be no element of profit. Annual costs which cannot be included in the cost sharing are the cost of keeping, maintaining, insuring and operating the aircraft over a period of one calendar year. There can be no element of profit.
The General Exemption (ORS4 No.1234) which permits cost-sharing flights for Annex II aircraft only applies to flights conducted within the London and Scottish Information Regions.
CAP1589: Cost sharing flights - GA guide; Information and guidance on the circumstances under which the direct costs of a private flight may be shared between up to six occupants (including the pilot) of an aircraft.
CAP1590: Cost sharing flights - guidance and information; This information is intended to provide guidance for when the actual direct costs of a passenger transport flight maybe shared between the occupants of an aircraft without having to comply with the regulations applicable to Commercial Air Transport or Public Transport flights.
This information is also available from the UK CAA website, which should be checked for any changes.
This article is written for non-commercial operations and non-complex aircraft. The parts pertaining to changes made in the Air Navigation Order 2016 have been written with advice from and review by the CAA.
If you are a commercial operator and a member of AOPA UK you should contact us if you have a specific enquiry.
Prior to the Air Navigation Order 2016, for any Aircraft that was not subject to a Certificate of Airworthiness there was a minimum share holding of 5% if the owners wanted to take advantage of the exception in Article 269. For Aircraft with a Certificate of Airworthiness this limit did not apply so long as the aircraft was maintained to Public Transport standards.
The Air Navigation Order 2016 no longer stipulates any minimum share value.
It is a requirement for a group that all owners of an aircraft are notified to the CAA using the appropriate form. Not all shareholders in an aircraft appear on the UK Register.
Aircraft can be registered in the names of multiple owners without it being registered as a Group. However, if there are more than three joint owners it is probably best that the aircraft is registered to the trustee of the assets of the group. The trustee must have a share in the aircraft and that person is deemed to be the legal owner of the aircraft. The other shareholders are beneficial owners and, as such, do not have to appear on the Register itself. However, the CAA must be informed of all shareholders and changes that may subsequently occur.
To be registered as a Group, one of the owners must be nominated as a trustee of the Group and then you can add or remove group members without having to re-register the aircraft. If the trustee leaves the group then the aircraft does have to be re-registered.
Group ownership allows the aircraft to be better utilised, reducing the overall hourly cost of flying when both direct and annual costs are considered. However, unless the group members are carefully chosen it can be a bad option.
Either be a registered owner or in the case of an aircraft registered to a trustee, the trustee must have notified the CAA of the owner joining or leaving of the group.
Under the ANO 2016, there is no longer a direct limit of 20 owners before a group would be considered a self-fly hire arrangement. Whilst it may appear that you can set up a group with unlimited numbers with registered owners having a very notional financial interest in the aircraft, a sensible approach should be adopted such that a group arrangement between joint owners remains as such, and does not appear to be effectively self-fly hire concealed through notional amounts of equity that might change hands on a short term basis. Arrangements that have a very high number of owners and/or frequent changes of group members might arise suspicion and should be avoided.
The CAA has a page about Group Ownership with appropriate links here. NOTE: At the time of writing the CAA article has not been updated for the Air Navigation Order 2016.
2. Pay the *Direct Costs for the flight on an hourly basis.
3. Pay a proportion of the Annual Costs. To be seen to be proportional this should be an hourly sum calculated as an hourly cost by dividing the annual costs by the estimated number of annual flying hours.
The cost directly incurred in relation to a flight, e.g. fuel, airfield charges, rental fee for an aircraft. There is no element of profit.
Annual cost means the cost of keeping, maintaining and operating the aircraft over a period of one calendar year. There is no element of profit.
Effectively, there are two ways of managing group ownership of an aircraft. The first of these is a joint, or co-ownership, arrangement and the second is by means of a limited liability company.
There are usually three concerns to be addressed by private owners when deciding how to structure their group. These are cost, ease of administration and the important issue of liability to third parties.
When setting up the agreement careful consideration must be given to the question of borrowing.
Borrowing by the group or the company should normally be by unanimous consent of the group members or shareholders only.
Insofar as administration is concerned much, of course, depends on the goodwill of persons involved to ensure the group is run smoothly. To avoid future difficulties adequate provision should always be made for each and every member to be kept fully informed and, most importantly, to be sent a copy of the insurance policy each and every year as it is renewed and to be made fully aware of its terms, conditions and exclusions.
The corporate structure involves more administration in that there are regular filings, which need to be made at Companies House, and annual accounts must be prepared and submitted along with an annual return. However, recent amendments to the companies legislation has made provision for a much simplified form of company accounts to be prepared.
There is also the question of transfer of interests. If a company has its liability limited by shares, then a formal transfer of the shares must be made with appropriate entries in the company's books. Should the co-ownership agreement be adopted then some of these formalities are unnecessary, but it should be remembered that the CAA must be informed of every change to the co-owners who is also a trustee, then an appropriate amendments needs to be made on the aircraft register.
In any event, whether a co-ownership or corporate structure is adopted, full and up-to-date financial data should be readily available to its members at all times.
The next issue is the tricky one of the potential liability of the aircraft owners to any third party who is injured or killed or whose property is damaged as a result of an accident involving the aircraft.
It is in this particular area that, in an attempt to reduce insurance cost and potential liability, many individuals favour the corporate structure rather than co-ownership. It has been clearly established for nearly a century that a company is treated in the eyes of the law as an entity wholly distinct from the persons who are its members. Because a company is treated as a distinct entity, one of the principal advantages of trading through this medium has always been that the members of the company are only liable to contribute towards the payments of its debts to a limited extent. It therefore follows that if a company is unable to pay its debts, because for example, its insurance cover is inadequate, an unpaid creditor may petition the court to wind it up.
If an order is made, a liquidator will be appointed to realise the company's assets (in the present case, usually only the aircraft) and if he realises insufficient to pay its debts he will call upon its shareholders to make good any deficiency; their liability is limited to the balance of capital unpaid on the shares (if any) plus any unpaid premiums. This will usually be little or nothing.
There is an accident involving, an aircraft which is jointly owned. The accident was caused by a mechanical defect in the aircraft which was known by one of the members, who was charged with having the defect rectified but who did nothing about it. It is likely that, in such a circumstance, not only would the company be sued but also the person who was negligent in failing to rectify the defect and also, possibly, the pilot in that he should have made appropriate checks to ensure that the aircraft was airworthy.
Where does this leave the other innocent members if the company is sued?
While there might be some liability upon the company as owner of the aircraft, a properly drafted agreement would provide for a right for the company to seek redress or indemnity from the guilty parties. It is possible that those guilty individuals would be sued by the parties and may be made bankrupt. In these circumstances the indemnity would be worthless. The litigant might then look to the company for payment of all damages and, if necessary, petition for the winding up of the company and sale of its only asset i.e. the aircraft. However, the members would be able to limit their individual liability as before. This is slightly different from the position with co-owners who risk not only losing the aircraft but would also be personally liable, their only rights being by way of contribution from the other members.
The corporate structure, therefore, will not absolve the individual from liability for his own culpable negligence but may protect the other innocent shareholders. However, there is no substitute for procuring full third party legal liability insurance and ensuring that each member who operates the aircraft adheres fully to the terms and conditions of the policy: underinsurance can have disastrous consequences, as can breach of policy terms.
It is always important to ensure that the company trades only when solvent and is able to pay its debts as they fall due, thereby avoiding some of the pitfalls which directors of companies find themselves in under the draconian provisions of the new insolvency legislation.
As you will see there are many factors to be considered when finalising a joint ownership structure. One vital factor is the likely number of participants. Two individuals, who know and trust each other, may prefer the looser arrangement which co-ownership offers. However, on balance, I would always recommend the use of a company, especially if there are a large number of participants. The most important lesson for any party considering a joint ownership is that the arrangements are given careful and proper thought. Lawful operation and full insurance must always be paramount aims.
Updated reference to ANO 2016 by M Elborn, AOPA UK (September 2016), with advice from and review by the CAA.
Aviation Law is contantly changing and you should verify that any information given below is still valid. Fortunately the underlying principles tend to remain constant even if the paragraph and section numbering changes.
Can I rent out my aircraft?
UK National Permit to Fly General Aviation (GA) aircraft can now be used in certain circumstances for remunerated commercial training and self-fly hire, the UK Civil Aviation Authority (CAA) has announced. The move follows extensive consultation with the GA community.
Owners of 'Permit' aircraft have always been allowed to undertake training in their own aircraft, as this is defined as non-commercial. Changes now allow other pilots who do not own UK National Permit to Fly aircraft, to undertake post PPL flight instruction and self-fly hire using aircraft with a Permit to Fly.
Pilots who do not hold a licence cannot take advantage of the new rule to undertake ab-initio training in rented permit aircraft, unless it is 'Type Approved'. But, if the pilot already holds a valid licence for the same aircraft category, then remunerated flight instruction and examination is now allowed. Ex-military aircraft that are operated under CAP 632 requirements are also not included under the new rules as they already operate under separate agreements.
EASA Aircraft must have either a Certificate of Airworthiness or be a type approved permit to fly aircraft which is already permitted to be used for self fly hire within the terms of the relevant exemptions. EASA EU Regulation applies.
Jointly owned aircraft can be registered in the name of each individual owner, but in cases where there are three or more individual owners of an aircraft it is recommended that you form a group of co-ownership syndicate for the purposes of registration. In this way, any member may leave or join the group without the need to re-register the aircraft every time (which would incur a fee).
One or two of the owners must be nominated as trustee(s) of the group. If a trustee leaves the group or ceases to act as trustee, the aircraft must be re-registered.
Note that 'non-equity' groups cannot be registered in this way as the group members do not hold any ownership of the aircraft itself. In this case, the aircraft should be registered to the owner.
"Please note that 'non-equity' groups cannot be registered in this way as the group members do not hold any ownership of the aircraft itself. In this case, the aircraft should be registered to the owner.
The trustee of a group must supply a fill list of names, addresses, nationalities and percentage shareholdings of the group members using a Trustee Grid form. This must be submitted along with the registration application.
The CAA must be advised by the trustee as soon as any members leave or join the group, which can done by submitting an updated Trustee Grid form by post or email."
If you are an AOPA UK member and need advice on forming a group on your aircraft or self-fly hire of your aircraft please Ask AOPA.
More UK private pilots will be able to offer flights for charity following a simplification of the Civil Aviation Authority's (CAA) requirements. The Air Navigation Oder (ANO) 2016 and the CAA have issued guidance in CAP 1330.
A blanket permission will now be available for pilots if they meet certain basic requirements. This removes any need for pilots to have to apply to the CAA to carry out individual flights. The changes place more emphasis on pilots providing a thorough explanation to passengers of the level of safety and risks prior to the flight taking place.
Allowing flights to take place from unlicensed airfields.
To use the permission, pilots must ensure that they receive no payment for the flight. All money must be paid by the passenger directly to the registered charity and the charity cannot be the operator of the aircraft.
Pilots should also check that their insurance cover is adequate and ask the passenger to check that their own life and any private health insurance covers the intended flight.
Before you can perform at an approved flying display you will need a display authorisation. This requires you to undertake an approval flight for a display evaluator.
You now need a behavioural and attitudinal fitness assessment.
CAP 403 has guidance for the organisers of these events and others that do not require CAA permission.
All parachute dropping from civil registered aircraft over the UK is regulated by the CAA and must be conducted in accordance with the requirements set in the Air Navigation Order (ANO) 2016.
CAP 403 "Flying Displays and Special Events" includes further information in relation to parachuting as part of a flying display.
The BPA (British Parachute Association) has compiled an Operations Manual, adherence to which will ensure an acceptable operating standard.


text:
Elizabeth MirandaIsaac2022-11-28T22:17:42+00:00
M.S., LCMFT, LPC, RPT-S
.Elizabeth is originally from Indiana, where she graduated from Huntington University in 1998 with a Bachelor of Science in Psychology. She began her career working with teens in a residential facility, and later as a mentor and leader for youth in the community. She migrated to Kansas City where she completed her Master's degree in Marriage and Family Therapy from Friends University in Lenexa, KS in 2005. She furthered her education again in 2009 by completing KC Play Talk, an extensive training program in play therapy.
She is now a Registered Play Therapist-Supervisor (RPT-S) and treats children ages 2 and up. She is also level 2 trained in EMDR, a specific approach in treating trauma, which she does with both adults and children. She also has training in Trauma Focused CBT, Dialectical Behavioral Therapy, Theraplay, Dyad Developmental Therapy (Attachment Focused Family Therapy), and loves to utilize play therapy within these models of therapy.
While she began her career working with troubled teens in residential, church, and community agencies, she has worked for nearly 10 years in the Northland as a therapist. There she gained extensive experience treating children, teens, and adults facing a variety of issues from trauma/abuse, divorce and relational issues, to depression and anxiety. In 2011 she launched a private practice in Leawood, KS where she continues to utilize play therapy in working with families in need.
Elizabeth has been described as a "kid magnet" for many reasons. Her enthusiasm immediately draws both children and parents in. She has a gift at encouraging and connecting with even the most challenging or traumatized children and teens. Elizabeth has led groups for teens and parents addressing a variety of issues. She also offers supervision and consultation to new therapists in the field and is a AAMFT Approved Supervisor. Currently, she also provides supervision at Friends University for students completing a Master's degree in Marriage and Family Therapy.
Professional Affiliations:
American Association for Marriage and Family Therapists, Clinical Member
Association for Play Therapy, Registered Play Therapist-Supervisor