UK DfT drops GA from policy agenda – IAOPA urges immediate re-engagement

IAOPA Europe has been informed by Martin Robinson, CEO of AOPA UK, that the UK Department for Transport (DfT) has confirmed it currently has no plans to support policy development for General Aviation (GA). Instead, its policy focus is now centred on Heathrow expansion, sustainable aviation fuels, regional airports, and drones — with GA absent from the agenda entirely.

This shift represents a significant departure from previous commitments made by the UK Government, civil servants, and the CAA to safeguard and promote GA as a vital part of the national aviation ecosystem. Without a clear strategic vision for the sector, GA faces a future of increasing uncertainty. Aerodromes and businesses that depend on them will find it harder to attract investment, skills pipelines will dry up, and opportunities for innovation — including those supporting greener aviation — may simply move to other countries.

IAOPA reminds policymakers that GA is not a luxury add-on to the aviation industry. It is the backbone of pilot training, regional connectivity, engineering know-how, and the testing of future aviation technologies. Neglecting GA jeopardises the development of skilled professionals and diminishes the resilience of the broader aviation network.

IAOPA Europe is therefore calling on the DfT, the UK Government, and the CAA to urgently revisit this decision and engage with GA stakeholders without delay. Silence on the future of GA is not a strategy — it is a threat to the long-term sustainability of aviation in the UK.

European Commission launches public consultation on airports – GA input needed

The European Commission has opened a public consultation on the use, management, and fee structures of EU airports — and IAOPA Europe urges all members and stakeholders to participate. While the consultation appears primarily aimed at commercial air transport, it represents a valuable opportunity to highlight the many challenges facing General Aviation (GA) across Europe.

Peter Prukl, representing AOPA Spain notes that ‘Although this may be targeted more at commercial traffic, we should not miss the chance to raise issues such as Avgas availability, discriminatory airport charges, and the need for fair access to infrastructure’.

The consultation invites feedback on topics including airport capacity, slot allocation, ground handling services, and charges. These are all areas where GA stakeholders have frequently raised concerns — particularly about excessive or unfair fees that make access to certain airports prohibitively expensive, as well as infrastructure decisions that neglect GA’s role in the aviation ecosystem.

IAOPA Europe encourages all member organisations to review the consultation and coordinate responses where possible to ensure GA’s voice is heard. This is also an opportunity to present a united front on issues such as safeguarding GA infrastructure, ensuring affordable access, and securing a sustainable future fuel supply.

The consultation remains open until 28 October 2025, leaving time for national AOPAs and individual pilots to prepare thoughtful and constructive input.

For more information and to contribute directly, visit the European Commission’s consultation page.  Additional discussion and insights from the GA community can be found on the EuroGA forum

Cost-Sharing flights under renewed scrutiny across Europe

Recent developments in several European countries highlight the growing focus on cost-sharing flights — and the need for clarity in how rules are applied.

In Finland, a case is developing where the national CAA claims a pilot operating cost-sharing flights is effectively running a commercial operation because the aircraft is privately owned.

The UK has recently tightened its approach following the high-profile Sala accident, which involved an illegal charter flight. Starting in October, UK pilots conducting cost-sharing flights must ensure passengers pay an equal share of the cost. Passengers are also required to fill out a participation form, which the pilot must keep for six months — allowing investigators to confirm compliance if necessary. According to AOPA UK’s Martin Robinson, these changes are intended to make enforcement easier but will likely have limited impact on illegal charter flights due to limited oversight resources.

In Denmark, a case was previously taken to court by the CAA seeking to convict a pilot for not paying an equal share of the costs on a cost-sharing flight. The court dismissed the case, ruling correctly that EU regulations only require the pilot to pay a share, not necessarily an equal one. This ruling reinforces the principle that cost-sharing flights remain a legal way for private pilots to defray operating costs, provided they do not turn into disguised commercial operations.

One of the open questions that still causes confusion and uncertainty is what can be considered ‘direct costs’ eligible for sharing and here the discussion centers on costs for items like insurance, maintanance and hangar. If a pilot rents an aircraft the entire rent is obviously a direct cost even if part of the rent is set obviously covering these elements. If the pilot owns the aircraft himself it does not seem logical that the same elements could not be taken into account when calculating 'direct costs'. This question remains open and could have wide-reaching implications for GA pilots across Europe.

IAOPA Europe is monitoring these developments closely, as several CAAs may look to replicate the UK model or even pressure EASA to revise its rules. ‘This is another example of regulators trying to solve a problem that may not really exist — while creating new burdens for legitimate GA activity,’ Martin Robinson noted.

What is a cost-sharing flight?

Under EU Regulation (EU) No 965/2012 (Part-NCO), private pilots may share the direct costs of a flight with up to five passengers, provided the pilot also contributes to those costs. Direct costs typically include fuel, oil, landing fees, and — if applicable — aircraft rental fees. The flight must be genuinely non-commercial: the pilot cannot make a profit and cannot be ‘holding out’ by offering air transport as a service.
Cost-sharing is a vital way for private pilots to reduce flying expenses, maintain currency, and keep GA accessible. However, interpretation of what counts as ‘direct costs’ and how flights are advertised remains a point of discussion with regulators.

AOPA members benefit from reduced handling fees in Greece

Good news for European GA pilots planning to fly to Greece: handling fees at many Greek airports can be significantly reduced for AOPA members, thanks to agreements negotiated by AOPA Hellas.

Inquiries from AOPA Italy and others have confirmed that the discounts secured by AOPA Greece apply not only to its own members but to members of all European AOPAs. Pilots simply need to present a valid AOPA membership card — whether issued in Greece, Italy, Luxembourg, or another national AOPA — to benefit.

According to Kyprianos Biris, President of AOPA Hellas, handling charges with the discount typically range from €50 to €250 per landing and parking, depending on the airport and aircraft MTOW. By contrast, without the AOPA-negotiated rates, total handling costs can escalate to between €800 and €1,500 per visit per aircraft.

For the most accurate estimate, Biris advises pilots to send itinerary details — including dates of stay, aircraft MTOW, destination, and persons on board — directly to the handling company Goldair for a proforma invoice. Have a look at the central contact for Goldair. Another major handling provider, Skyserv, is also active but may be less responsive.

AOPA Hellas notes that operational details, including airport opening hours, are published via NOTAMs for each airport’s ICAO code. However, pilots should be aware that opening hours at smaller provincial airports can be irregular, as they are often aligned with the schedules of regional airlines. Checking NOTAMs carefully before flight planning is strongly recommended.

This discount is an excellent example of how AOPA membership provides real, tangible benefits — not only at home but across Europe. For pilots planning summer trips to Greece, taking advantage of these negotiated fees can mean substantial savings.

For more information, visit: Ground Handling Information AOPA Greece. 

Securing the future of GA fuel: Antwerp avgas shortage and the path to unleaded

Aviation fuel remains one of the most pressing issues for General Aviation in Europe. IAOPA Europe has taken action in response to the ongoing lack of Avgas 100LL at Antwerp International Airport, raising formal concerns with the Belgian authorities.

Fuel provision is not simply a commercial service — it is a fundamental enabler of safe, predictable international air navigation. Under the Chicago Convention, States are obliged to facilitate air navigation, and a systematic failure to provide Avgas at an ICAO-designated “international” aerodrome risks being seen as non-compliance with these obligations.

The absence of Avgas at Antwerp has serious consequences for GA operators, who rely on predictable access to fuel for cross-border flight planning. Without it, international arrivals are forced to make additional technical stops, adding cost, time, and in some cases compromising safety margins. IAOPA has therefore urged Belgian authorities to ensure Antwerp Airport maintains adequate Avgas availability, consistent with its international status and ICAO commitments.

While these challenges persist, there is also positive news for the future of GA fuel. Swift Fuels’ 100R unleaded avgas has just received ASTM International Production Specification approval, a milestone that moves the entire industry closer to a lead-free future. The approval process involved years of collaboration with the FAA, Lycoming, Continental, Textron Aviation, and other stakeholders to guarantee compatibility with engines, fuel systems, and materials.

Currently, 100R is approved for use in Cessna 172R and 172S models with Lycoming IO-360-L2A engines under FAA STC. Swift Fuels is actively working to expand its Approved Model List to cover more engines and airframes, with a large portion of the fleet expected to be included in the coming months.

Deployment is already underway, with five flight schools in the United States and five in Europe (Germany, Belgium, Austria, and the Netherlands) using 100R. Wider European availability is expected within the next 12–18 months, with prices anticipated to be similar to current Avgas levels — but without the environmental and regulatory pressures associated with leaded fuel.

The dual challenge is clear: we must secure reliable access to Avgas today while preparing for a smooth transition to unleaded fuel tomorrow. IAOPA Europe will continue to advocate for fair access to fuel at key airports while supporting initiatives that bring unleaded aviation fuel to the wider GA community.

Jeppesen discount process simplified for AOPA Members

Good news for AOPA members: the process for obtaining Jeppesen subscription discounts has been simplified. The discount now applies to both initial subscriptions and renewals, making it easier than ever for pilots to benefit from reduced rates on Jeppesen services.

The updated process is explained on the AOPA UK website, with clear instructions for members to follow: Jeppesen Discount Instructions – AOPA UK

IAOPA Europe encourages all member associations to share this information with their members to ensure they take full advantage of this valuable benefit.

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Please don't hesitate to send all your news to me: Gerrit Brand | Netherlands | email: gerritbrand@hotmail.com | telephone or whatsapp + 31 6 50831893