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IAOPA Europe Enews  december 2019 - Welcome to the IAOPA Europe enews which goes to 23,000 aircraft owners and pilots in 27 countries across the continent

Jeppesen 15% Discount Offer for AOPA Members

Following enquiries from AOPA members, Jeppesen have confirmed that navigation database updates for GNS530, 430, 540 and the Avidyne IFD 440 are included in the offer, and state that "Basically everything is included except for the Pilot Supplies". See here for full details.

ADS-B for all aircraft?


AOPA-Netherlands has attempted to set up an experiment (similar to those in the UK and Denmark) to test ADS-B equipment but the Dutch Ministry of Transportation wants to wait until EASA makes up their mind. At this moment it is not at all clear what course EASA will take. An attempt has already been made years ago to implement ADS-B for all aircraft, also below 5700kg, but they had to realize that it can´t work based on Mode S technology for all.

In the European Core Area (within the polygon Paris → London →  Hamburg → Vienna → Zurich → Paris) the Mode S saturation is already so high, that equipping all remaining GA aircraft and air-sports-vehicles like sailplanes and microlights with Mode S based ADS-B would lead to overstressing the Mode S system. For instance in Germany on a nice summer-weekend when 25% of the GA fleet would become airborne at the same time, ATC would already have a massive problem. Targets could become invisible for a couple of seconds, and also the ACAS system on board of the airliners would only work with decreased range.

As a consequence EASA is considering other ADS-B enablers with higher capacity, one of them would be UAT, but they are also discussing about the integration of FLARM and other sources via their ground-system Open Glider Network. At the same time the UK CAA has now moved forward allowing the portable SkyEcho2 ADS-B In/Out unit to transmit its position via ADS-B even in aircraft that have an operating mode A,C or S transponder. This is a siginificant step toward achieving electronic conspicuity at fairly low cost.

Something that would certainly motivate a lot of pilots and aircraft owners to invest in ADS-B/UAT technology, either installed or portable, is the availability of services delivered from the ground such as weather, notams etc. So far the European ANSPs have been extremely reluctant to build up an expensive second ground-infrastructure. They seem to be in favor of an adapted mobile-phone-solution for which they wouldn´t have to invest. Especially as a mobile-phone-network might also be used for managing the future drone traffic.

In Summary: The Commission and EASA want electronic conspicuity for all aircraft, but there is still no clear direction on how to achieve it.

ADS-B & Privacy | good news from the USA

Since May 25, 2018, the new European Data Protection Regulation "DSGVO" (EU) 2016/679 is in force. It protects the personal data of individuals throughout Europe and regulates large areas of electronic data processing. Although it provides legal protection against the publication of data on European flight movement portals, it has not really helped at the international level, because many of these portals are located in the USA and are not complying with European legal standards.

At the 30th IAOPA World Assembly in March 2018, a resolution entitled "Privacy of Surveillance Data" was adopted. As a result, our AOPA USA colleagues have teamed up with other associations, such as the NBAA, and things really got moving. The Federal Aviation Administration (FAA) has developed a strategy to prevent real-time flight tracking with ADS-B.

The FAA operates in two phases in the “Privacy ICAO Address” program (called PIA for short). In phase 1, the FAA will set up a web portal to answer inquiries from aircraft operators who want their ADS-B position and identification information to be blocked. An alternative, temporary aircraft address of the International Civil Aviation Organization (ICAO) is assigned to these operators, which is not linked to their aircraft information in the FAA aircraft register.
From mid-2020, the program will be switched to its permanent solution in Phase 2. The ADS-B portals are then severely restricted in their publishing rights. Only organizations that have been audited by the FAA (such as law enforcement agencies) can then recognize the true identity of an aircraft.

IAOPA Europe asked the FAA whether these data protection regulations for US-based ADS-B portals should also be extended to foreign airspace and foreign aircraft. In principle, we are optimistic that these developments will also mean that the ADS-B portals in the USA will finally also comply with the European data protection guidelines. For detailed information, please visit:

Non-commercial OPS of AOC aircraft EU 2019/1384

With the publication of Regulation 2019/1384 it is now clear that you can have mixed commercial/non-commercial use of an aircraft that is on an AOC. Until now it has been a grey area – some States accepted mixed use, some did not, and it was not clear how you could legally shift operational control from a commercial to a non-commercial operator under EASA rules.

Michael Erb and Jacob Pedersen have been involved in the EASA working group and the rules are now clear: an aircraft on an AOC can be used by other non-commercial operators when it is not flying for the AOC holder. It simply requires that the OPS manual has a procedure for how the operational control shifts from one operator to the other. This is really good news particularly for owners of business aircraft, which may now get more utility out of the aircraft since it can more easily alternate between commercial and non-commercial operators.

The relevant rule is the following: ORO.GEN.310 Use of aircraft listed on an AOC for non-commercial operations and specialised operations (a) Aircraft listed on an operator's AOC may remain on the AOC if it is operated in any of the following situations:
(1) by the AOC holder itself, for specialised operations in accordance with Annex VIII (Part-SPO);
(2) by other operators, for non-commercial operations with motor-powered aircraft or for specialised operations performed in accordance with Annex VI (Part-NCC), Annex VII (Part-NCO) or Annex VIII (Part-SPO), provided that the aircraft is used for a continuous period not exceeding 30 days.
(b) When the aircraft is used in accordance with point (a) (2), the AOC holder providing the aircraft and the operator using the aircraft shall establish a procedure:
(1) clearly identifying which operator is responsible for the operational control of each flight and to describe how the operational control is transferred between them;
(2) describing the handover procedure of the aircraft upon its return to the AOC holder. The link to the new regulation is here.

Working group on Airspace Infringements

Airspace Infringements continue to be an issue within aviation. Already in 2010 IAOPA contributed to a paper about this subject. In 2018 IAOPA was invited to participate in a working group, run by CANSO and supported by Eurocontrol.
The first meeting took place at the Eurocontrol premises in Brussels, the second was held in November in Langen with DFS.
It was quite shocking to hear that the main reason for infringements was believed to be just the stupid VFR-pilots, who are in the view of some ATCOs simply not professional and well trained enough to fly in complex airspace.

Meanwhile we could turn that view around and put the focus also on the issues which can make it difficult for a pilot to fly properly:

  • Airspace Management: ANSPs failure to provide a qualified Flight Information Service to support pilots in challenging environments
  • Airspace Design: Some critical examples are too narrow VFR-corridors between CTRs and too complex 4D-airspace structures which are changing over time.
  • Information Campaigns: ANSPs should be reaching out to associations like AOPA, flying clubs and airfields, hosting meetings to create better awareness, etc.

There are new meetings coming up next year and IAOPA will actively participate. Vice-president IAOPA Europe dr Michael Erb will personally focus on the issue. But also representatives from the national AOPAs are invited to join the upcoming meetings: 16-17 January Edinburgh, 19-20 March, Bordeaux, 12-13 May Sophia. 

AOPA Austria visits AOPA Germany

On Nov. 19th, 2019, a delegation from AOPA Austria visited the headquarter of AOPA Germany at EDFE airfield in Egelsbach. 

The aim was to get to know each other personally and to discuss the possibilities of cooperation. First item on the agenda was a discussion on how each organization works to attract and retain members. AOPA Germany reported an increase of membership count of 1-2% per year and passed on suggestions for getting the members engaged and energized. Organizing fly-outs and safety camps were just of few of the suggestions that were explored and both organizations pledged to work closely on developing these types of initiatives. for future cooperation. This was the first trip for newly elected AOPA Austria President Robert Michl, and the trip provided an opportunity for the boards of each organization to gather and discuss opportunities to collaborate.

IAOPA Europe’s participation in leadership and working groups with EASA, EU Commission, and EuroControl were discussed in detail and the need to work together under the IAOPA Europe umbrella was reinforced. The organization has a lot of presence in EASA working groups and it is important to keep track of the ongoing projects and improve the outcome. A shared space in AOPA Austria's Dropbox cloud is being implemented to share documents on common plans and projects, member interests, activities, and more.

All agreed that pilots in both countries need to fully understand how to safely fly in each other’s airspace. The next AOPA Austria article in the AOPA Germany Letter is planned to explore the regulatory differences between Germany and Austria. 

Further meetings are planned, and all were happy with the outcome and look forward to increasing their cooperation.

Urban Unmanned Mobility | Martin Robinson (AOPA UK) on drones and U space

From 4 to 6 December the drone industry organised a big event in Amsterdam, The Amsterdam Drone Week. In a next issue of this newsletter more about it. (pictures in this item are from the Amsterdam Drone Week). Martin Robinson CEO of AOPA UK expresses his feelings about UAM, drones and U space. 

“Now we are being asked to consider a new kind of airspace user and how their requirements for access to all airspace may be met. Currently drones can only be used within visual line of sight or where they have segregated airspace that a regulator has approved on a temporary basis. However, the next stage of their development is to go beyond the visual line of sight, including launch and forget operations and this could mean they need to interact with other airspace users. Governments around the globe are looking at the development of unmanned aerial systems (UAS) as a part of what is seen as  the fourth industrial revolution. There is work going on in amending existing regulations that will underpin the development of new operations. There was a proposal for more  segregation, which would reduce the access to airspace for existing GA users, but IAOPA objected to this saying that the way forward was for the safe integration of all users and that there needs to be more progress made on developing the right technological solutions. Unmanned Aerial Systems (UAS) include the development of Urban Air Mobility (UAM) vehicles that Airbus, Boeing and Uber are developing for future pilotless air taxi operations along with Amazon who are looking at drone deliveries in urban/city areas. Some people think that this initiative is a long way off.

IAOPA thinks the matter is closer than people think, because once the rules are enacted in support of UAS they will be difficult to change , so we need to make sure that the rules that are under development do not further restrict GA’s activities and it is paramount that we further engage in this activity- clearly there is a need to accommodate UAS within the current system but there should be no additional requirements placed on GA. This change will happen over time.
There is no Big Bang coming but governments and industry see this as the next area of growth in activity and jobs. Although air vehicles are being developed the future Traffic Management system is less advanced in my opinion and I have questions about the cost as I think these will be much higher than what is currently being assumed. I also think that GA needs to be aware that a future lower airspace traffic management service will be based on service which will need to be paid for by airspace users both manned and unmanned. I think this will be the next battle ground for GA in both Europe and the USA.”


Feel like participation in an AOPA Fly-in in the US next year?

Each location has a personality of its own. From music to rodeos, car shows to airshows, and Wild West excursions to metropolitan vibes, the 2020 fly-in locations will have something for everyone.Many European pilots love to fly in the US. More freedom of flying, other surroundings and challenges. AOPA announced 2020 Fly-in locations  in the USA.
The coveted three location, two-day events, will kick off May 29 and 30 in San Marcos, Texas (KHYI), followed by June 19 and 20 in Casper, Wyoming (KCPR), and close out

The fly-in at San Marcos will be a new and unique experience with AOPA co-locating its event as the Featured Sponsor with Go Wheels Up! Texas for an exciting weekend that will include regular AOPA Fly-In programming, along with an airshow, concert series, and a car show. the fly-in season Sept. 11 and 12 in Rochester, New York (KROC).

Attendees at the San Marcos, Casper, and Rochester fly-ins will have a chance to experience the AOPA programming they’ve come to enjoy with a Friday night Flightline Cookout, short takeoff and landing (STOL) invitational, drone show, seminars, exhibits, and more!

"This year's AOPA Fly-Ins will take us to two new states in parts of the country we've not yet visited with exciting opportunities to explore their unique strengths," said AOPA Senior Director of Outreach and Events, Chris Eads. "And, we will also revisit the roots of our regional fly-in program by returning to our very first fly-in location from 2014. We are looking forward to a fun year with lots of new flying adventures, and we hope you can join us!" Eads continued.

AOPA’s two-day fly-ins will continue with in-depth workshops on Fridays before the main Saturday event. The all-day intensive workshops, which in the past have included ground school for IFR proficiency; owner-performed maintenance; VFR long cross-country flight, and mountain flying techniques and survival skills; and aviation adventures, proved wildly popular with members and will continue to be offered in the 2020 fly-in season.
Registration for all 2020 fly-ins will open in February. Read AOPA's announcement



ICAO has developed a NOTAM questionnaire related to user requirements and they are looking for your input. The NOTAM questionnaire is aimed at better understanding the NOTAM requirements and user 

types, along with high-level objectives of the future NOTAM system.

ICAO is undertaking a major re-thinking of the NOTAM system. In doing so, it is acknowledged that “the purpose of the NOTAM” will not change. It will remain a mechanism to provide temporary but essential operational information made available at short notice. It is also acknowledged that developing a long-term solution is preferable to making small adjustments to the existing system. It is envisioned that the future NOTAM system will take into consideration the availability of quality-assured digital aeronautical data in line with the SWIM concept, with the objectives of:

  1. introducing a more efficient mechanism to exchange temporary aeronautical information that is currently provided by the NOTAM system;
  2. providing new capabilities to airspace users to tailor the aeronautical data/information changes to their operational needs;
  3. increasing safety and improving situational awareness;
  4. meeting user requirements (the information is “relevant”; consequently, reduce the instances of NOTAM being irrelevant to operations);
  5. finding/receiving information when it is needed (efficiency) potentially during various phases of the flight;
  6. increasing usability of the information, both from a system and human point of view;
  7. retrieving information based on aircraft performance or type of operations of flight plan or trajectory; and
  8. presenting information in graphics where possible. (e.g. instead of a list of coordinates, show a “volume of airspace” on a chart).

For more information and to take the survey, go to the ICAO website.



Please keep us informed about the aviation news in your country

If you have any news or things that you would like to share with pilots in other countries - for instance if you organize a Fly-in that might be of interest or if there is news about airports or new rules and regulations in your country that other pilots should know - please don't hesitate to send all your news to me, Gerrit Brand | Netherlands | email:, telephone or whatsapp + 31 6 50831893.