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IAOPA Europe Enews June 2017 - Welcome to the IAOPA Europe enews which goes to 23,000 aircraft owners and pilots in 27 countries across the continent

IAOPA Europe asks for deadline for 8.33 radios to be prolonged

The members of IAOPA Europe will ask their Aviation Authorities to extend the deadline for the equipage with 8,33 radios by at least one or even better two years.

The reason is that IAOPA sees a bottleneck in avionics-stores, which will not allow to meet the deadline for a full-fleet equipage by 31.12.2017.

This prolongation is considered largely harmless for the fact that the frequency scarcity that was feared a few years ago has materialized only in a weaker form which also makes it possible to extend the deadline by one or two years. At a recent Eurocontrol meeting it was made clear that most of the European Air Navigation Service Providers will also not be able to meet the deadline.

 

EU Rescue and firefighting regulation causing trouble for GA

 
Airports which fall under the EU regulation are now in the process of adapting their procedures to the new EU regulation and the consequences in a number of countries turns out to be problematic for GA. One of the problems is with the rescue and firefighting requirements where it is now a requirement that the airport provides full rescue and firefighting service for even small GA aircraft to operate. 
 
In a number of regional GA airports this requirement has caused introduction of a PPR requirement and severely restricted availability of the airport at off-peak hours; not to mention very significant extra charges for firefighting staff to be called on duty. The result is that GA pilots are now in many cases forced to move their operations away from regional airports under EU regulation and into smaller airfields which are regulated by national rules that better takes into account the needs of GA.
 
The unfortunate net result is that a GA flight which previously would take off from a regional airfield with long paved runways and a controller in the tower who could alert the municipal firefighting service in case there was an accident will now instead be taking off from a smaller grass strip with absolutely nobody to observe if there is an accident. This has caused a clear reduction in safety and is not making good operational use of available facilities.
 
IAOPA brought up the issue at a recent meeting at the EASA GA Sectorial Committee where also the national aviation authorities take part. The problem was recognised by several authorities and there was general agreement that this new obstacle to GA fits poorly with the principles of the GA roadmap. At the meeting EASA confirmed that the Agency will try to come up with a solution as soon as possible.
 

Promising proposal for IFR approaches to non-instrument runways

As part of the GA roadmap initiative EASA has focused on making instrument flying more accessible for GA pilots. Much effort has already gone into making the licensing more achievable and resulted in both the competency based instrument rating, the enroute instrument rating and more proportionate theoretical knowledge requirements. This process is ongoing with the basic instrument rating well on its way. This is not all however. The goal is to also remove other obstacles for IFR in GA operations such as certification of equipment and the IFR operating environment.
 
At the recent EASA GA Sectorial Team meeting the EU Agency for satelite navigation (GSA) gave a presentation on how LPV IFR procedures to non-instrument runways could be implemented: A recently revised ICAO definition of "non-instrument runway" and the already proposed introduction of a UNICOM concept in Europe all help to pave the way for such IFR cloud break procedures to VFR airfields without a local ATS unit.
 
The proposal was well received and found to give good promise of further increasing the GA safety level. The technology is ready, but some regulatory issues still needs to be resolved in relation requirements for weather observations, traffic information, approval of procedures etc. Proportionality is essential since simply copying how things are done for traditional IFR procedures will be driving costs to an unfeasible level. EASA confirmed the intent to take onboard these tasks and IAOPA will be onboard.
 
 

Drones proposal by EASA

 

During the Regional Meeting of IAOPA Europe in Vienna Antonio Malavasi from Italy started a lively discussion started about the use of drones. Jacob Pedersen reported that in Denmark airspace is regularly closed for aviation because of drone activity and lately several small GA airfields have been seriously affected because airspace is closed for longer periods even without any public consultation. AOPA thinks that this is the world in reverse.

Nick Wilcock from UK pointed out that EASA has published a new proposal to regulate the operation of small drones in Europe. All interested parties are welcome to comment this proposal from 12 May until 12 August 2017.

The proposal provides a framework to safely operate drones while allowing this industry to remain agile, to innovate and continue to grow. The risk posed to people on the ground and to other aircraft as well as privacy, security and data protection issues created by such drones are also taken into account.

The proposed regulation defines the technical and operational requirements for the drones. Please read more on the EASA proposal via this link: http://www.easa.europa.eu/newsroom-and-events/press-releases/easa-publishes-proposal-operate-small-drones-europe .  Also see:  http://www.easa.europa.eu/easa-and-you/civil-drones-rpas .

 

Part-M-Light Delayed

During the recent GA Sectorial Team meeting EASA gave an update on the progress of Part-M-Light, the new maintenance regulation for aircraft below 2730kg which holds a lot of promise to simplify maintenance of GA aircraft.
 
EASA published its opinion back in 2016 and it was expected that the new regulation would go into effect later this year. Unfortunately the process now seems to be further delayed. The initial indication was that the delay was purely because of capacity issues getting the regulation through the Commission and EASA Commitee, but now the message is that the legal experts at the Commission wants to have the regulation reworded to improve legal clarity.
 
This is bad news for several reasons: the original Part-M-Light proposal was deliberately made in a language that was short, clear and easy for for the owner-pilot to relate to and also the additional delay pushes all the benefits of a simpler maintenance regime further into the future.
 
Currently the prediction is that best case the new regulation could be in effect mid 2019. The only good news is that there is no intent to make material changes to the content of the original Part-M-Light proposal.
 

 

Flightradar24, Harmless App or Privacy Problem? Part 2

In our previous newsletter we signalled the fact that some AOPA Germany pilots were not happy with Flightradar24.com, which shows "realtime" data of private aircraft with aircraft identification on the internet. The question was, what does the law say about this in Germany and elsewhere? Are they allowed to show these data publicly? AOPA Germany is trying to clarify the legal situation for Flightradar24. We asked our readers what they think and received some reactions:

It should not be possible for anyone to track where I am and also when I am not at home. Owning and operating a plane should not make you an easy target for criminal fraternity. Private planes should only be tracked with the express consent of the owner. (Will Stone, UK)

I am owner/co-owner of 4 GA airplanes and see no problem and only advantages in all services offered by FlightRadar24. Individuals can opt out, but I find it important that general data, like type of aircraft, are still displayed. Why? I use it as a back-up TCAS system. Now many gliders are also displaying FLARM data. This is important for safety. At our Airfield, FlightRadar24 is used as a "poor-man's ATC-Radar", improving safety. (Walter Stuehmer, Germany)

I have a Private Pilots Licence, own my aircraft and fly from my own airstrip. I do not use my aircraft for any illegal purposes so have no objection to it being displayed on Flightradar24.
I have a Flightradar24 receiver and feed data into the system, unfortunately there are insufficient receivers in this area to reliably track my flights.
However I understand that some pilots, on perfectly legal flights, might not want their aircraft tracked. It should be possible to opt out of being displayed on Flightradar24. (R W Walker. UK)
 

Generally I've been impressed with the facility provided by FR24.  I did question, in my mind, the issue of privacy but accepted it was not a problem if I had nothing to hide - and I don't! Since my name and address are published on-line by UK CAA, against my aircraft registration, aviation is already different from automotive rules.  Probably too late to change! (Tony Oliver, UK)

I see it as a privacy breach when information about the geographical location of an aircraft I'm flying is displayed on the internet. I would prefer it to be up to the pilot to decide whether such information should be public. (Natalie Kjaergaard, DK)

I share the concerns regarding the publication of my registration live on the internet.
It is already bad enough in the UK that my name and address are freely available to anyone via the GINFO website to anyone who sees my registration.  Taken together anyone can see where I live and when I am away from home! (Peter Lawless, UK)

IAOPA has contacted several air-law experts, but it appears that the legal situation is rather complex and that there is no unanimous legal position. We continue investigating and will keep you updated.

 

Flying across borders in Europe

Flying abroad is one of the most exciting parts of GA. It takes some preparation, of course, and one of the main questions is whether or not one has to take special precaustions, or submit special forms like GAR, GENDEC etc. AOPA UK has organised the administration around GARs very well. But how has this been arranged other countries? Is a GAR required or can you just fly into them? We received input from various countries and wish you happy and safe international flying this summer.

UK

AOPA UK General Aviation Report (GAR) Online Service now works on all devices.

If you are flying to/from the UK, AOPA UK have extended sponsorship to provide a free basic service, provided for the online submission of General Aviation Reports, when required for flights to/from the UK, which will now work on all devices and browsers.
The free service can be used for Private flights in single-engined piston aircraft. It can be accessed through the AOPA UK website Online GAR page or directly from www.onlinegar.com and take the “Free AOPA” option. If you do not qualify for the free service you can subscribe to other services provided by OnlineGAR Ltd, or other preferred service provider.
You can still submit a GAR to the UK authorities, free of charge, by email. Details can be found on the UK Border Force website.

Flights from the EU into the UK (excluding Channel Islands, Northern Ireland and Isle of Man) require a GAR to be submitted a minimum of 4 hours prior to your estimated time of arrival in the UK. No GAR is required outbound from the UK to EU countries (excluding Channel Islands, Northern Ireland and Isle of Man) but you may be required to submit an equivalent notice for your country of arrival.
Longer notice periods, and both outbound and inbound GAR, are required for non EU destinations, Channel Islands, Northern Ireland and Isle of Man. See the AOPA UK website Online GAR page or the UK Border Force website for full details.

Germany

Germany has no GAR/Gendec Regulations for non-commercial aviation in Germany.

Denmark

Denmark doesn’t have anything similar to the UK GAR or the Dutch Gendec. A flightplan is all that is required for international flights. However, Danish airports are still classified as approved for either national, intra-Schengen or international use. You can find the list here: http://aim.naviair.dk/media/files/ng4byxwsj0u/EK_AD_1_3_en.pdf

For private airfields one must contact the airfield owner to find out what local arrangements have been made with police and customs.

Switzerland

No GenDec needed in the whole of Switzerland

Switzerland does not know anything similar to GAR. Because Switzerland isn’t part of the Custom Union, the use of CUST AD is mandatory. Most of the aerodromes in Switzerland offer a limited CUST service (no import of declarable goods) on a PPR basis. The procedures may vary at each aerodrome. So refer to the AIP, Jeppesen/Bottlang, or visit the website of the appropriate aerodrome, where the requested forms are available. In doubt call the aerodrome staff by phone. A guess is not good enough and won’t be understood by customs officers.

An important fact: Switzerland is a Schengen State. Most GA pilots in Europe confuse Custom Union with Schengen and think that customs is not required anymore. A serious mistake. 

As usual for cross border flights, a Flight Plan is required.

Italy

Italy has no such thing as GAR either.
A fight plan is needed when crossing borders, and when entering / crossing CTR in local flights (an abbreviated Flight Plan can be requested in air for that purpose, so it is not big deal).

Intra Schengen flights do not require any Custom/ Document checks, so theoretically they can land at any airport/ field. However, some local area authorities could require an early-warning for security purposes (Police).
For private strips, landing must be approved by local owner. 

Cyprus

In Cyprus, for local flights no Gendec is required, but a local simplified flight plan is necessary.  Having said that, since there is no General Aviation airport, access to Larnaca or Paphos airports (which are both International) is highly restricted and people applying for passes are vetted.

For international flights prior notice has to be given to AIS providing details of the flight (Dates of outward and inward flights, Origin, Destination, Type of aircraft, Crew names and ID’s, Pax names and ID’s, Route, purpose of flight).  Once the flight has been approved (yes, in Cyprus one has to obtain approval to fly, even for flights within EU), the AIS registers the flight with the online Gendec system of the airport’s operator (Hermes Airports).

Every operator has to make prior arrangements and register with Hermes Airports so that he/she can access their online Gendec system. Twelve hrs before each flight (outward or inward), the aircraft operator must login and complete the online Gendec.
A flight plan is of course required for all trips

Netherlands

The Netherlands does not require a GenDec for flights from the EU/Schengen area, but does require a GenDec when you arrive from outside Schengen (see www.gendec.nl)

See also AIP GEN 1.2-4.2 http://www.ais-netherlands.nl/aim/2017-04-13-AIRAC/eAIP/html/index-en-GB.html

Spain

The GAR might only be required in the Canary Islands, but AOPA Spain never saw this paper.
A flight plan is required when crossing borders and to fly/depart/arrive into Controlled Airspace (even for touch&go’s).
Any flight from outside Schengen is required to land at an Airport with Custom services, which not all AENA (public) network airports have.
Any airplane heading to a non-controlled airport from outside Schengen must contact the airport in advance and check procedures with local authorities.

Iceland

Civil aircrafts flying to or departing from Iceland should make their first landing at or and final departure from an international aerodrome. Designated international aerodromes are: Keflavik airport, Reykjavik Airport, Egilsstadir Airport, and Akureyri Airport.

From outside Schengen a flight plan is required and the PIC should notify whether the airplane is transporting an individual who is under arrest or committed to prison or detained in any other manner. Exempted from this are airplanes holding an AOC for commercial air transport operation issued by a Schengen state.

No prior permission is required for private flights operated into, in transit over, or from Icelandic territory with aircraft registered in states which are parties to the Chicago convention. The information in the flightplan must be received by the authorities two hours in advance of arrival and the landing must be carried out at a previously designated international airport.

Sweden
 
Sweden does not have any requirement for GAR or any other obligation to inform about flights to and from Sweden. The usual flight plan is of course necessary and on certain private airfields, a PPR.
 
If you have anything to declare, you have to contact Custom authorities.
 

IAOPA Europe Develops Initiative to Track National Compliance to EASA Standards

GA Desk -A new initiative by IAOPA

Hard work by IAOPA European Region over the last few years has substantially changed the direction of EASA's rule-making after realizing that they had over-regulated the industry. New legislation that has the potential to ease that burden is now in force with more in the pipeline.

 

IAOPA has recognized the numerous achievements by EASA and continues to work to create a better regulatory environment for general aviation in Europe. But evidently that word is not getting down to some of the National Aviation Authorities (NAA's) that are tasked with implementing EASA's regulations. The result is that flying in many places in Europe has seen little, if any, relief from many of EASA's efforts.

To understand the depth of the problem and get an overview of where the problematic issues are, the IAOPA European Region has created the new GA Desk initiative. Its purpose is to collect information on discrepancies in the implementation of aviation legislation by National Authorities, and prioritize their efforts and resources. You can help IAOPA in getting an overview of implementation issues by reporting issues at the following link:

https://www.surveymonkey.de/r/N2J2FJY

By gaining a better understanding of where the problems are, and creating an open exchange of information, the IAOPA GA Desk initiative will assist national AOPA's to resolve their national implementation issues and work to eliminate them. The information collected will also be passed on to EASA to help them identify deviations and provide better guidance to the National CAA's.

AOPA Fly-in in at Twente Airport Netherlands, July 8, 2017

 

2017 will be held at the (then opened) EHTW, on July 8, 2017.

The Dutch AOPA is organizing a Fly-in at the ‘new’ GA Airport Twente (EHTW). ‘Twente’ is a former military airfield and has recently been opened for General Aviation, which is why they are expecting a lot of visitors from home and abroad. Last year the Fly-in at Twente attracted over 85 aircrafts, but this year the organization is expecting about 150 aircrafts. Similar to last year there will be an aviation market, interesting speakers, delicious food and a great barbecue.

Landing fees will be paid by AOPA Netherlands. Non-members are also welcome and pay € 42,40, half the yearly AOPA membership fee. This price includes the landing fee. Passengers (members and non-members) will have free access!

More info on https://www.twente-airport.nl/en/flight-information/

 

 


 

 

Invitation to participate in CAT SET-IMC workshop of EASA 

EASA invites operators and industry to participate in the CAT SET-IMC Workshop organised by EASA in Cologne on the 4th of July 2017.

https://www.easa.europa.eu/newsroom-and-events/events/easa-cat-set-imc-workshop

The event is dedicated to the implementation of the recently published CAT SET-IMC regulation (Regulation (EU) 2017/363 of 01/03/2017) and the associated ED Decision 2017/004/R published on 09/03/2017. The aim is to hold an interactive workshop attended by representatives from aeroplane operators, aeroplane/engine manufacturers and National Aviation Authorities.

This will be an opportunity to raise any rule issues with EASA, as well as allowing to share best practices across the industry.

Legislative initiative Lex Malmi

(from AOPA Finland)

AOPA Finland is kindly asking all AOPA affiliates and their members to consider supporting Legislative initiative Lex Malmi, which will ensure Helsinki-Malmi airport, EFHF, will be sustained and further developed for aviation use, especially benefiting General Aviation. Up until now 13 European AOPA affiliates have sent their signed petitions to Members of the Finnish Parliament. You can find a draft version of the petition here. All you need to do is sign the petition but If you wish, you can modify the text according to your own wishes.

http://www.smll.fi/wp-content/uploads/2017/05/AOPA_Finland_PetitionEFHF052017.txt

 

Upset Recovery Training

One of the active members of AOPA Finland, Mr. Simo Aro (ATCO with PPL(A) while IR and ATPL are progressing), will organise this summer again Upset Recovery Training for GA pilots at EFOU airport on 3.-4.6.2017. He has been setting up these training sessions for few years now with a great success. Now  all aviators will have an exellent opportunity to refresh and brush up the secrets of unusual flight attitudes and how to recover from them.

Training will be held by the member of Arctic Eagles acrobatic flight team and airline pilot Mr. Tapio Pitkänen. Aircraft for training will be AS-202 Bravo which is excellent for this kind of training with its capabilities of spin, aerobatic maneuvers and unusual attitudes.  link to sample video here https://t.co/rnL9PKunt9