Fatal Accidents (1), a Guimbal Cabri on 20/06/22, both pilots died.  GASCo extends its sincere condolences to the families and friends of the pilot and passenger.

Engine Failures (14).  For the second time, a DA42 a DA42 failure carries the observation that being a twin engine aircraft it is quite capable of flying on one engine and therefore no investigation will be carried out.  The cause of any engine failure is worth investigating and they have contributed to a number of MEP accidents.  The number of failures on this aircraft/engine type may warrant in depth investigation.
Hard landings with Damage (12).  One involved serious injury and two of were gliders.
Runway Excursions Including Overruns ((8).  It would be intriguing to know how a student returning to base after a navex came to land on a runway with only 150m available.
Runway Incursions (7).
Take-off Without Clearance (2).
Failure to Comply with ATC Clearance (4)
Maintenance Reports (7).
ATC Coordination (3).  There are monthly reports of flight plans that cannot be found or IFR clearances given with no onward coordination.  A problem between Oxford and Bristol is identified in this regard and it seems that one unit did not reply to calls due to controller handover.
Wrong Runway (2).
Retractable Gear Collapsed After Landing (2)
Tyre Failure (1).  An improvement on previous months, regular tyre pressure checks are really worth doing.
Door/Canopy/Window Open.(3).  This author recommends that when a side opening door is not latched, leave it.  Fly a normal departure as planned.  If time and airspace permit, there may be a procedure for closing it but may be better to leave it until after landing.

Airprox Reports (7).

Airspace Infringements (135).
There are many contributory factors, those in which a systemic correction would reduce the incidence are annotated S.
          London FIS (7). S.  Basic service with the FIR is often not appropriate and pilots may not always be aware of the limitations of this service. 
          GPS / Sky Demon Route entered incorrectly (3).  This is easy to do.  Two cases illustrate over dependence on the magenta line and insufficient thought given to the track and heading required.
          Misread chart and or Sky Demon (11). S.  This usually refers to bases of CAS in cluttered areas. 
          Altimetry (3).  A student misread the altimeter by 1,000ft and another aircraft flew an instrument approach with 1013 still set.
          Altimeter Scan (11).  It seems likely that in these cases where altitude has changed inadvertently the pilot did not scan the altimeter and VSI frequently enough.  Lookout, attitude, instruments.
          Take 2, or 3 even better (2).  Flying too close to the base in both cases, this is an improvement on previous months so the message may slowly be getting across.
          Level Off or Climbing too Soon (12).  The first is a basic skill, exercise 7, attitude, power, trim, which is not always applied correctly.  The aircraft will tend to climb slowly when the pilot thinks it is level and fails to cross check altimeter and VSI.  The second occurs following flight beneath CAS with the intention of climbing when clear. 
          Descending too Late (1) only.
          Comms Failure (2).  Even if it’s just a headset or socket fault, rectification is usually time consuming and distracting.
Transponder Overreading (4). S.  In one case, the pilot knew of the fault before flying beneath CAS in the London area.  It is necessary to discover why these errors occur and correct the situation.  Apart from the infringement reports they generate, erroneous Mode C signals could cause erroneous TCAS RA’s, so there is a real safety issue.  One can imagine that that there are an equal number of erroneous signals reading too low, which do not usually generate reports.
Frequency Congestion (5). S.  This often contributes to ATZ infringements by joining aircraft.
Flight Planning (4). 
Distraction (9), ranging from test flight, heli training OPC, avoiding turbulence, passenger comfort, looking for traffic, diversion due weather and instructing.  In one case the instructor was carrying out climbing and descending, exercises beneath a base of 3,000ft and laterally very close to other boundaries; not perhaps the ideal location for that exercise.
One aircraft flying north to south in the morning planned to fly above scattered cloud at 4,000-5,000ft but kept climbing to stay above cloud, until infringing a base of FL060.  It is worth noting that at 0900 cloud tops may be 3,000-4,000ft but as the morning progresses the tops usually rise several thousand feet.
Wrong Squawk (12) S.  All are classed as infringements although the aircraft did not enter CAS, all occurred in the Manchester LLR (7) or Stansted TMZ (5).  Some were aircraft inbound to Barton who changed frequency and squawk marginally too soon in the vicinity of Warrington.
Glider infringements (5)
Not Listening Out on Appropriate Frequency (Numerous) S.
Danger Areas (2) S.
Blackbushe Circuit (2) S.
Foreign Pilots. S.  Our airspace should be easily understood by all pilots and as standardised as possible.  Two such pilots make interesting comparisons with Europe in their reports.