One of the most important proposals is the establishment of a new Instrument Rating with a vastly reduced nonsense quotient in the theoretical knowledge; EASA must not drop this initiative now. The JAA was working on the problem long before EASA took over, so it must be seen as an existing JAA programme which should be protected under the ‘reversion to ICAO and JARs’ guidance of the EC.

The IR proposals may be safeguarded because they help to address one of EASA’s basic objectives, which is to get third country operations out of Europe – particularly those on the N-register. The primary reason European aircraft are registered in America is because while the flying skills required for the FAA IR are higher than in Europe, the theoretical knowledge requirements are far more sensible and make the rating achievable for private pilots. More than 50 percent of American PPLs have an Instrument Rating, compared to about one percent of PPLs in, for example, the United Kingdom. EASA head Patrick Goudou told IAOPA in 2005 it was his intention to ensure there were “no advantages” to being on the N-register.

Eurocontrol is reopening the debate about airspace classifications with a view to simplifying the airspace structure, something it appeared to have abandoned only a year ago. When the subject was last raised, it was clear that the aviation industry preferred to stick with the ICAO classifications. As part of the Single European Sky programme Eurocontrol proposed that Europe adopt only two classifications of airspace, known and unknown; the industry thought, however, that classifications should as far as possible be global, and Eurocontrol quietly shelved the idea.

For reasons unknown, however, the proposal has been resurrected, this time as a plan to reduce airspace classifications to three or four in coming years, with the ultimate aim of having only two. While Eurocontrol accepts the ICAO classifications are “part of the toolbox” it is clear that they still want to rationalise them further. IAOPA’s Martin Robinson says: “We thought this had gone away but Eurocontrol has begun canvassing member states about it again. The EC, and the Eurocontrol states which are not EU members, wish to retain the eight ICAO classifications below FL195, but the member states implement that airspace in different ways. Largely because of the complexities of fitting traffic into regional airports, it is desirable to retain the flexibility that the ICAO classifications provide, and IAOPA-Europe is not convinced that Eurocontrol’s proposals have merit.”

The European Commission is consulting on a proposal to create Europe-wide regulations on security costs at all airports, and IAOPA-Europe is concerned to ensure that general aviation is not caught up in the collateral damage. Transport Commissioner Antonio Tajani says information on security-related charges is inadequate, and a level playing field must be established across Europe for the benefit of airlines and passengers. The EC proposes to establish a special bureaucracy in every state to oversee airport security charges.

While these proposals are aimed strictly at airlines, there is no information on how general aviation terminals and their users will be treated. IAOPA is seeking more details from national governments and the EC and will respond to the consultation before it ends on September 25th.

The Swedish government has asked its Transport Agency to look at creating a new environmental class for unleaded avgas in order to tax it at a lower rate. Unleaded avgas cannot conform to the legal requirements of unleaded car fuel because of the special conditions in which it is required to operate, but the Swedish government recognises the environmental benefits of unleaded avgas and is keen to promote its use with tax concessions.

Unleaded avgas in Sweden is provided by Hjelmco Oil, run by the former head of AOPA Sweden, Lars Hjelmberg. It is also produced in Poland and France. It is a tiny market, but the Swedes hope it can be grown. The government’s statement says: “A Swedish environmental class for unleaded aviation gasoline may serve as a model to the aviation gasoline market and possibly expedite a transition to unleaded aviation gasoline within the EU and the rest of the world.” Sweden took over the presidency of the EU in July and has announced its intention to use its term in office to advance environmental causes.

Don’t forget – the 121st Regional Meeting of IAOPA-Europe will be held in Barcelona from October 1st to October 4th. Book your ticket now! Looking ahead, the 2010 IAOPA World Assembly will be held in Tel Aviv from 6th June to 10th June next year. AOPA Israel intends to publish a website containing details shortly.