IAOPA General Statements

Monday 19 June | Tuesday 20 June | Wednesday 21 June

Updates | Future Fuels of Aviation | ADS-B Progress | General Aviation Strategic Importance Study | Buttonville Municipal Airport | Improving Public Perception of GA in Germany | Improving Perception of General Aviation | ICAO Activity | EASA Activity | SESAR Progress

Updates

John Sheehan reminded the Assembly about the importance of the IAOPA Statistical Report. These figures provided by the national affiliates are the only ones we have for general aviation. Some people had told him that they had missed sending their data in to Headquarters. John asked any of the delegates who had details of the data for the Statistical Report to please hand it in to Ruth Moser.

John Sheehan introduced this next session stating that there are many individual technical subjects that everyone should know about, but things are changing very rapidly, so the next presentations will be an interesting window into just what these changes are, and what is coming our way.

Future Fuels of Aviation
Lennart Persson, Deputy President, AOPA Sweden

Aviation Gasoline—A Speciality Product

Estimated word-wide production: 1,600,000 tons per year.
In volume: < 0.5% of automotive gasoline, or < 1/4 of automotive gasoline system evaporation.

Aviation gasoline 100 octane low lead—AVGAS 100LL

Typical formula:

Alkylate ~ 70%
Isopentane ~ 15%
Toluene )
Lead )
Dyes ) Additives
Scavenger )
Antioxidant )

AVGAS Producers' Concern: Availability of traditional H/C components:

  • Lead: One production site
  • Scavenger agent banned in 1987
  • Politicians' future of leaded fuels. This is a very important issue

AVGAS Producers' Solutions: Current research in100/130 octane replacement:

  • Fuels based on:
    • ethanol (15 - 100%)
    • ethers (10 - 95%)
    • amines (1 - 10%)
  • Example: Replace toluene + partly alkylate with ETBE.
  • ETBE = Ether made from ethanol—does not mix with water.
  • ETBE:
    • High octane number
    • Low vapor pressure
    • Good stability and solubility
    • No deposits.
  • Introduction of bio material—this is a more expensive fuel:
    • Opens up for tax incentives from politicians
    • End product is cleaner and less toxic.

AVGAS Producers' concerns: BUT

  • Will tax incentives compensate for research & development of new fuels and overall higher production costs? Sweden pays no tax on any type of fuel, and wants to keep untaxed AVGAS.
  • European Regulation: 25 member States, 25 biofuels regulations (see map).

AVGAS Producers' Solutions:

  • Lower price to end customer due to tax incentives, increases market and increased volume lowers costs of down-stream operations.
  • Maintain/increase AVGAS volumes produced—critical to affordable AVGAS prices.
  • Untaxed AVGAS = keep HC AVGAS (if possible).
  • Taxed AVGAS = go for bio AVGAS with tax incentives.

AVGAS Producers' Action:

  • Ask the ASTM DO2 Section J to recognize ETBE as an approved component in AVGAS standard D910 at their June meeting 2006 in Toronto (parallel in time to current IAOPA World Assembly).
  • Letter from Hjelmco Oil: Request for ballot to approve ETBE as an accepted component in the ASTM D910 specification.

AVGAS Producers' Solution:

  • ETBE cleared by the US FAA in 1995.
  • US Department of Transportation memorandum.
  • Important to stick to current AVGAS standard in order to avoid costly rebuilding and rectification of aircraft and engines.

New Hjelmco AVGAS 91/96 unleaded ETBE.

  • Superior environmental qualities compared to automotive gasoline Eurosuper 95 RON or AVGAS 100LL.
  • Free from aromatics.
  • But more expensive to produce.
  • Meets current AVGAS standard.
  • Will be produced if politicians will go ahead with it.

Help Politicians

  • Classify aviation fuel products based on their environmental qualities with an environmental classification of aviation fuels
  • Allow tax breaks for environmentally better products with classification and tax break in hand.
  • Regulators must take responsibility and propose system that will create regional markets.

AVGAS Producers' Solutions:

  • Again, maintain/increase AVGAS volumes produced = CRITICAL to affordable AVGAS prices and availability.
  • Best, environmentally sound products will be winners for the benefit of all.

For all of us:

  • With classification, tax-break and regional markets.
  • Best environmental, sound products will be the winners to the benefit of all.

25 years of unleaded AVGAS in Sweden:

  • AVGAS 91/96 UL today, 2006
  • Available at > 70 airports.
  • Used by ~ 700 aircraft.
  • Excellent technical history.
  • Produced by Hjelmco Oil in Sweden.

For all of us:

  • It is time to think. Why is there, in 2006, no unleaded aviation gasoline to purchase in any other country than Sweden, when such certified and approved products have been on the market for 25 years?

For all of us: It is time to think!

  • HB-EYS piston engine compared to flight gas turbine - see graph
    • AVGAS 100LL
    • Kerosine Jet A1
    • AVGAS 91/96 UL (unleaded).
  • General Aviation must observe and adapt to sustainable flying in today's world with limited resources.

For all of us—it is time to think and act or we might be the last generation enjoying general aviation transportation at affordable costs.

View Lennart Persson's full presentation.

ADS-B Progress
Randy Kenagy, Senior Director Technology Government and Aviation, AOPA USA

What is ADS-B? Automatic Dependent Surveillance—Broadcast.

  • A new method of tracking aircraft for ATC purposes.

How does it work?

  • Transmits every second:
    • GPS location and altitude
    • Aircraft identification

Received (in USA)

  • Traffic and weather data (for free).

ADS-B Avionics:

  • Global Positioning System (GPS) + ADS-B Data link.

Multifunctioning Display:

  • GPS moving map.
  • Weather.
  • Traffic.

Benefits and Drawbacks:

  • Benefits
    • Safety
    • Cost effectiveness
    • Capacity
  • Drawbacks
    • Everybody must equip - need transponder and ADS-B
    • Non-electric aircraft will continue to be a challenge

ADS-B enables safety:

  • In the air and on the ground.
  • ADS-B is not the only option for general aviation.

ADS-B Research: Capstone

Result: 47% Accident reduction.

"ADS-B Capstone technology has done more for air safety in our State than all the federal mandates we have seen in the last 10 years". Sen. Ted Stevens. (AK).

FAA: Implement ADS-B

  • September 2005 "Strategic Decision".
  • June 2006 "Business Decision".
    • Replace most radar systems
    • Mandatory equipage ~ 2018-2020
    • ADS-B "Out"
    • Support 1090 ES & UAT
    • Weather data for UAT aircraft for free
    • $85 million per year 2007/2008
  • FAA: ADS-B Services today (see map)
  • FAA: Strategy Phase 1 (2010) (see map)
  • FAA: Nationwide ADS-B 2014 (see map)
  • FAA: ADS-B Saves $$$ (see picture). Aerials are very small and can be mounted on buildings
  • Global transformation of ADS-B (see world map)

ADS-B in Australia

  • ADS-B ground stations in lieu of the current en-route radars.
  • Primarily in the "J curve" along the east coast of Australia and also in Adelaide and Perth.
  • Only aircraft that are required to carry and operate transponders today would be required to be fitted with 1090 ES ADS-B avionics.
  • Australia ADS-B FL 300 (see coverage in map).

ADS-B in Europe

Cascade Validation Sites:

  • Cascade Cristal Trials countries.
  • ADS-B ground stations.

Issues:

  • Cost of avionics.
  • Mandatory equipage rulemaking.
  • Replace or supplement Transponders?
  • Back-up to GPS.
  • Available avionics for GA.
  • Mode S extended squitter technology issue:
    • RTCA Standard DO260 vs DO 260a
    • GA availability of 1090 ES avionics.
  • Important note: Check which of the above two systems is to be mandated in your country.

Summary ADS-B

  • A different strategy for surveillance:
    • Implementation beginning
    • Evolves with discovery and maturity
  • More affordable than RADAR.
  • Benefits available for GA if using the proper ADS-B data link.
  • Very little equipage, and costly.
  • Mandates likely.

View Randy Kenagy's full presentation.

General Aviation Strategic Importance Study
Martin Robinson, Martin Robinson, CEO AOPA UK

Why the Review?

  • The UK CAA is an independent regulator and is required by UK law to recover its costs from those it regulates, plus make a 6% return on capital employed (we call it profit).
  • The CAA was accused by the airlines of cross-subsidizing their activities through charging more to the larger airlines than the smaller airlines and general aviation.

The Joint Review Team (JRT)

  • This lead the CAA Chairman to set up a group to look at the claim (the JRT) but it left GA out.
  • The review produced a cross-subsidy of £5 million—this then lead to a change in the CAA's charging schemes which we argued against.
  • At the same time, we discovered that the government had asked all of its departments to draw up plans to reduce the regulatory burden and costs to all UK businesses by up to 25% or £10 billion per annum.

Sir Roy McNulty, UK CAA Chairman

  • On 15 June 2005, the Civil Aviation Authority (CAA) Chairman invited the UK General Aviation (GA) community and representatives of UK Government to join the CAA in carrying out Strategic and Regulatory Reviews of GA.

Aims of the Strategic Review

  • To describe the GA sector and explain its existing policy context.
  • To examine the interfaces between GA and commercial aviation; GA and the CAA and Government; and GA and the wider community.
  • To discuss the major issues likely to affect GA in the future.
  • To liaise closely with the Regulatory Review as necessary and to make appropriate recommendations.

A journey of discovery

  • Most of what appears on the following pages is not going to be new to many of you, BUT:
  • It is quite new to our Government and CAA because the points that AOPA has been making have, for the first time been measured and quantified.

High-level issues affecting GA in the UK

  • The Strategic Review examined the high-level issues affecting GA in the UK, whereas the Regulatory Review focused on the detail of CAA regulation.
  • For the purpose of this Review, GA was defined as "a civil aircraft operation other than a commercial air transport flight operating to a schedule".

GA is a diverse sector and parts of it are changing rapidly. At one end of the spectrum are high value business aircraft; at the other end para-gliders and hang gliders. GA also serves many purposes including business usage, sports and recreational activities, and as a means of personal transport, much like a car.

The economic and social value of GA
GA is perceived by some to be purely a leisure pursuit and the preserve of the wealthy. However, this masks the real picture. In fact, GA covers a very wide range of activities, has many participants, and is not insignificant in terms of economic size. This Review concludes that the estimate made by Terry Lober of £1.4 billion of direct economic contribution from UK GA in 2005 seems reasonable. This makes UK GA roughly the same size as Virgin Atlantic, which also reported turnover in 2005 of some £1.6 billion. It is also estimated to employ over 11,000 people in the UK. The business aviation sector, which is growing strongly, makes up the lion's share of the overall economic contribution.

GA Represents around 8% of the economic contribution of UK commercial aviation. This needs to be considered in terms of the proper balance of regulatory and government resources between commercial and general aviation. The overall conclusion is that GA is a sizeable sector that is growing in economic value, and that in some areas, it is also important as a facilitator of other business activity.

Current trends in UK GA

  • Although often presented as a sector in decline, this Review has not found evidence of this. Many parts of GA are growing strongly, in particular the business aviation market and the smaller end of the market (such as microlights and helicopters).
  • The performance of other parts of the sector, such as more traditional fixed-wing touring aircraft, is less impressive, but the evidence available shows that the total number of hours flown by GA aircraft in the UK has not fallen in the last decade, and is likely to have increased. The total number of GA aircraft has increased, although hours flown per aircraft has gone down, in part reflecting a move to increasing self-ownership of aircraft.

Decline of the PPL:
A relatively steady annual number of licences issued from 1992 - 1998, with a steady decline in numbers thereafter up till 2005. However, with the introduction of the NPPL in 2001/2, and the numbers of these licenses added to the PPLs issued, brings the total number of licences issued to that approaching the levels in the 1990s.

Trends in Commercial and Private Aircraft Movements at UK airports:
A steady rise in commercial air transport movements between 1976 and 2004, and aeroclub/private aircraft movements holding relatively steady for the same period.

Links between GA and commercial air transport (CAT)

  • There are several links between GA and CAT, in particular the flow of people. Most pilots and engineers come into CAT from GA, and the training of pilots is an integral part of the GA sector.
  • However, the increasing activity levels of CAT have increased the difficulties—and, in some cases, the costs—for GA in increasing airspace and airport infrastructure.

Increasing difficulty
GA is facing some increased difficulty in accessing infrastructure, both airspace and airfields. Increases in controlled airspace can limit the GA sector's freedom to fly where it chooses. Some increase in controlled airspace is inevitable in order to accommodate a greater density of traffic within the airspace system, and the economic value of CAT, and the associated public benefit make it desirable that CAT operations be facilitated.

However, all stakeholders should strive for an outcome that allows all users to enjoy the maximum use of airspace consistent with safe operation. In this respect, the Ministry of Defence (MOD), the UK's other major airspace user, and air navigation service provider, also has a significant role. Like GA, MOD aircraft operate mainly in uncontrolled airspace, often autonomously, and GA is a major customer for MOD air traffic services.

Reduced GA Access
At some airports, the growth of CAT has reduced GA's access to both slots and parking facilities. At these airports, GA has often been squeezed out through increases in the prices charged for landing, parking and handling. GA aircraft can generally still make use of these airports, but it is more expensive than in the past, and many airports may now find it less economically worthwhile for them to accommodate GA operations.

Infrastructure
The operation of the planning regime also affects GA's access to airfields, as decisions can lead to closures of airfields, or conditions being imposed on their operation. This is a difficult issue, where a balance needs to be maintained between local and national interests. However, the Review indicates that the value of maintaining a national network of airfields needs to be more fully considered in the context of planning decisions.

The responsibility for the regulation of GA
This responsibility is moving more and more to the EU. This should in theory begin to reduce the cost of certificating new technology and new aircraft, and may in time help to bring about a more level playing field for the regulation of European aviation as a whole. However, it can also create difficulties where new EU regulations differ from those previously in place. It is incumbent on the CAA, Government and the GA sector to seek to ensure that the new regulations are both beneficial and proportionate to risk.

Regulation and Taxation

  • The VAT treatment for UK flight training is tougher than that of some other countries, and this can, among other factors, affect the ability of UK-based flying schools to compete effectively with schools abroad.
  • Overall, costs to GA (non-regulatory as well as regulatory) are perceived to have increased, and the increasing prevalence of foreign-registered aircraft permanently based in the UK suggests that some form of "regulatory shopping" is going on. There are also increasing pressures for GA operators to comply with new security requirements primarily aimed at CAT, and this is an area where it might be hard to find the right balance between achieving regulatory objectives and the burdens this places on GA.

Labour market issues
Looking into the future, the supply of labour to the aviation sector could become tighter; there is some evidence that UK GA is not producing the numbers of pilots that it was, and perhaps even more importantly, there are fewer new engineers coming into the industry. Currently, airlines are able to recruit the people they need from a combination of the GA sector, the military and other countries. Whilst aviation labour markets have traditionally experienced cyclical trends that affect the availability of key staff, it may be that the predicted increase in demand from growing economies such as India and China represents something of a structure shift, and that this could lead to their being fewer pilots and engineers available for UK airlines in the future. Any gap could be plugged through the reintroduction of the airline cadet courses, but there may be some time lag. It is likely that the UK GA sector will need to play a part in ensuring sufficiency of future labour supply.

More effective dialogue between CAA, Government and GA would help to improve policy and regulation affecting the sector. All sides should aim to raise their game. To achieve its objectives, the GA sector needs to organize and present itself better. It can at times undermine its own case, and needs to take some responsibility for putting its case effectively, recognizing that it is operating in a world of competing interests. Similarly, the CAA and Government should ensure that they make every effort to consult fully when developing regulation and policy in relation to GA.

Summary of Recommendations
It is recommended that Government and CAA take note of the overall economic and social value of GA and consider whether there are areas where national policy guidelines or objectives may be needed in relation to GA and its future, including:

  • Government to consider making a policy Statement on the value of maintaining a viable network of GA airfields, to be considered by those involved in planning decisions in the future.
  • Government to revise the CAA's statutory objectives at section 4 of the Civil Aviation Act at the next opportunity to remove any suggestion of bias toward commercial air transport over general aviation.
  • There is a need for a more effective dialogue between GA and CAA and Government - with all parties needing to work to improve this.

Working together
CAA, Government and GA to work better together to influence legislative changes emanating from the EU with the aim of maintaining a fair balance for all aviation interests. Skilled labour for the UK aviation sector (pilots and particularly, engineers) may be in short supply in the future as global demand increases and traditional sources prove less fruitful—his should be factored into future planning by industry, Government and the CAA.

Establishing people as GA "focal points" within CAA and Government
GA needs to co-ordinate and present itself better in order to put its case more effectively. Its ability to lobby would be improved if it could coalesce around a smaller number of groups for interface with Government and Regulator. The structure of European GA (where Europe Air Sports, the International Council of Aircraft Owner and Pilot Associations and the European Council of General Aviation Support are the three active representative bodies) may offer a model that could sharpen the focus and enhance the effectiveness of GA's contribution.

A joint CAA-industry working group to be set up to review whether there are regulatory barriers preventing technological solutions to the environmental impacts of GA such as noise and emissions.

Notwithstanding the development of any national Statement on the value of a network of GA airfields, it is recommended that the GA community develop balanced and informative documentation to describe the particular facets of GA operations, for use in planning and safeguarding decisions. Where an issue has specific safety aspects, it may be appropriate for the CAA to publish material.

Better data needed
CAA to set up a working group, with GA representation, to look at options for improving the data that is available in relation to GA activity. EASA and the Commission have been following the work program very closely.

From good information comes good decisions! To look at options for improving the data that is available in relation to GA activity:

  • A joint CAA-industry working group to be set up to review whether there are regulatory barriers preventing technological solutions to the environmental impacts of GA, such as noise and emissions.
  • Skilled labour for the UK aviation sector (pilots and, particularly engineers) may be in shorter supply in the future as global demand increases and traditional sources prove less fruitful. This should be factored into future planning by industry, Government and the CAA.

Better Regulation
Government to revise the CAA's statutory objectives at section 4 of the Civil Aviation Act at the next opportunity to remove any suggestion of bias toward commercial air transport over GA.

Government to consider making a policy Statement on the value of maintaining a viable network of GA airfields, to be considered by those involved in planning decisions in the future.

GA related policy at all levels to be developed in accordance with Better Regulation Task Force's five principles of good regulation.

Questions/Comments:

John Sheehan: Comment to Martin Robinson: This is a very good PR project.

Rakesh Bhandari, India: This was a very important presentation - we have the same problems in India, with a shortage of plots and engineers. 25% of our pilots are from outside India. Regarding the fuel situation, he asked: what is going to happen concerning AVGAS in the next two years, are we going to ground all our aircraft, or is something else coming up on the horizon?

Reply from Lennart Persson, Sweden: This is a question for the politicians to answer. It takes time to develop a new fuel. Some new fuels produce lower energy so more fuel has to be carried on board, leading to shorter range.

Comment from John Sheehan: It is up to the politicians. Europe is probably under the greatest fire regarding the leaded fuels than elsewhere, but aviation gasoline world wide is under threat. The faster we can find alternatives, the better off we will be.

Malcolm Chan-a-Sue, Guyana: We are having a lot of trouble in South America in getting fuel. We get our fuel from Texas. We as IAOPA need to think global. His son got his PPL in England then flew over to Florida to continue his training, where the cost of flying was 1/3 the price. You need to lobby government until an independent study is undertaken, so you have independent people who are not confronting you. We must think global. How about converting your aircraft so you have diesel engines, which use far less fuel.

Comment from John Sheehan: Don't wait for your government to produce a Strategic Study, we have the resources from our own studies. You have very talented members within your organizations. I challenge you all to do your own studies.

Improving Public Perception of General Aviation

John Sheehan introduced this subject of improving public perception of General Aviation, saying that it is essential to provide the public with the best possible image of GA.

Buttonville Municipal Airport
Derek Sifton, President Toronto Airways

Welcome to Buttonville Municipal Airport, Toronto Airways Ltd, Owners and Operators since 1963. A family business, where Derek Sifton is the President, and his mother had been involved in running the business since before he was born. Buttonville is noted for being the most popular GA airfield. It had been built up from a grass strip with metal hangars to what it is today.

Corporate structure, including the Canadian Flight Academy.

Airport community:

  • Employs over 300 by Toronto Airways
  • 200 by other operators on the airfield
  • Houses approximately 300 aircraft:
    • Outside tie-downs
    • 3 cold storage hangars
    • 1 heated storage hangar
    • 30 operating entities
    • 1,000s of transient aircraft owners and operators.

Airport facilities:

  • 4 runways and associated taxiways—15/33 and 03/21
  • Nav Canada control tower and weather observation office
  • 45,000 sq. ft. of office space
  • 260,000sq. ft. of hangar space
  • Pictures of facilities

Economic benefit of the airport: What does airport do for local residents?

  • 1089 Sypher: Muller Study
    • $1,500: $80,000,000 yearly
  • Employs 1,500: 1,700 jobs yearly
    • Directly
    • Indirectly: Taxi drivers, hotels, restaurants, etc.

Aircraft operations:

  • Extensive list of operations at the airport, including the Royal Canadian Mounted Police, Povincial and Federal Government.
  • Aviation Support Operation.
  • Toronto Airways Flight Training, operating—our fundamental work:
    • 41 aircraft
    • Flight training
    • Rental
    • Sightseeing flights
    • Other contractual operations
    • 250 - 300 students on rol1 at any one time.

Buttonville Airport Community Committee; formed over 20 years ago:

  • Good neighbor policy
  • Formation of the Committee
  • Airport noise complaints phone line: Go through them with residents' groups
  • Two-way dialogue
  • Information nights
  • Open houses to allow people to see what is actually goes on, on a regular basis
  • Charity involvement: Support all the different foundations.

Charitable Support

  • 11 Foundations/Societies/Funds listed.

What have we accomplished?

  • Open dialogue with neighbors.
  • Restricted hours on long weekends of the Summer. Avoid persistent circuit training at these times.
  • Better understanding on both parties:
    • How an airport operates
    • The process between Transport Canada/ The Airport Operator/Ratepayer Groups
    • Life living under a busy runway.

The new reality gap: What they want, and what we want—working together, or airports die.

View Derek Sifton's full presentation.

Improving Public Perception of GA in Germany
Gabriela Mair, Chairperson, AOPA Germany

Gabriel Mair is an experienced private pilot, a great supporter of both GA and AOPA Germany and a Board Member for over five years.

Ms. Mair recounts a dialogue on a sunny Sunday morning in Germany, in the surrounding of her home in Stuttgart: "Look at that noisy little aircraft. These flying dentists!! They disturb our weekend just for their pleasure"! (Admitting in secret being green with envy)!

We need to make people understand what general aviation is. Make them realize the benefits it can bring. Many people only see flying as their transport to their holiday destination. They do not understand small aeroplanes. Airports are growing fast. What do people think about this and the presence of GA?

  • Density of population in Germany
  • Airfields in Germany
  • Pilot licenses numbers:
    ATPL/CPL: 14,155
    PPL (A, A-nat., & H): 64,163
    Total: 78,318 = 0.1% of our population.
    Ultralight: 14,950

Learning to fly today is becoming very expensive, and more and more people cannot afford to learn to fly, so they turn to Ultralights instead.

There are 500 airports in Germany, and they are all near a city, but we need to keep the airports.

AOPA Germany has more than 4,000 individual members

GA aircraft in Germany:

  • 7,700 s/e aircraft
  • 650 Twin
  • 7,700 Gliders
  • Situation of GA in Germany in comparison to international figures. Flying in the USA is considerably cheaper.

Prices to rent a plane per hour in Stuttgart:

  • Cessna 152: €130 (US $ 165)
  • Cessna 172: €200 (US $ 250)
  • Cessna 182: € 230 (US $ 290)
  • Piper Archer: € 185 (US $ 235)
  • Piper Seneca: € 460 (US $ 580)
  • Cirrus SR: € 270 (US $ 340)
  • Landing fee for C172 in Stuttgart: €110

Challenges Concerning Public Perception

  • Help the media to publish positive reports or commentaries on GA.
  • Inform the political representatives with correct data about GA.
  • Ask for support by the pilots themselves.
  • Inspire the youth to learn flying.

Citizens' initiative: Take-off with Kürsty

  • Fürstenfieldbruck Airfield: The operating company intends to create 600 new civilian jobs after the dissolution of the fighter-bombers.
    • Location advantage, jobs, future chances

We want to change something in this country [Germany]—Lets do it!

  • Dialogue with the politicians (Picture at Eurocontrol 2006)
  • Conferences covering new developments
  • Presentations at fairs and airshows
  • Social engagements
    • Fund raising during Training Camp
    • Charity flights for ill children
  • Support our members.
    • Training Camp
    • Refreshers
    • Fly-outs
    • Letter (AOPA Germany magazine)
    • E-mail information system
    • Handouts
  • Banner flights over highways with traffic jams during the holiday season.
  • Look for the young ones:
    • Take children into aircraft during camps—make programs for them
    • Starter kits for student pilots
    • Ask pilots to take a sponsorship for young pilots
    • Celebrate airshows with a program for children.
    • The coming generation must see flying as a fascinating hobby, a new way of life, to carry on into the future.

Who cannot fly, will never be able to dream. Antoine de Saint Exupery

View Gabriela Mair's full presentation.

Improving Perception of General Aviation
Phil Boyer, President IAOPA and AOPA USA

Current Situation—General Aviation

We need to define General Aviation so that both the general public and the decision makers understand what it really encompasses.

General Aviation

  • Two of the most poorly matched words in the English language.
    • They have been around for decades
    • We're not going to change the public's understanding of GA or how they use the term, but we can change their perception
  • We currently define GA by what it is NOT
    • Scheduled airlines
    • Military
  • We have to begin by redefining GA by what it IS
    • A second family car
    • Personal or business use
    • A fun, enjoyable activity
    • A time machine
    • A great alternative to the airlines . . . and security lines

Four ways AOPA US is turning the tide of public opinion:

GA Serving America: A sweeping program to educate Americans about General Aviation. The centerpiece of everything we do:

  • GA's primary Web site: GAServingAmerica.org
  • Developed in response to 9/11.
  • A highly comprehensive overview of GA.
  • A great source of information for:
    • Reporters
    • The general public
    • Potential leaders
  • o Highly interactive multimedia site:
    • Video, animation and graphics
  • A major advertising campaign, including:
    New York Times
    Chicago Tribune
    Boston Globe
    LA Times
    Roll Call
    USA Today
    Washington Post
    Wall Street Journal
    Business Week
  • A mile of highway gets you one mile—a mile of runway gets you anywhere.
    • Most airline flights take you to only the 30 largest U.S. airports
    • GA takes you to the other 5,400
    • Without GA, airline cockpits would be empty.
  • Television/web campaign:
    • 150 spots between Christmas and New Year's holiday
    • 30 MM impressions via website ads.
    • Directs public to GA ServingAmerica.org
    • Educating the non-flying public
  • Bringing Home the value of GA: New modular presentation you can take away and present at meetings:
    • Complete stand alone "show"
    • Selections modified as needed
    • For use by employers or members

Media Relations Department: 3 pronged approach:

  • Education
    • Few reporters are GA-savvy
    • It's a business . . . and a job
  • Information:
    • What they need
    • When they need it
  • Relations
    • Building contacts
    • And trust
  • On-going efforts include:
    • Monthly meetings to top 100 reporters and producers
    • Familiarization flights
    • AOPA presence at Investigative Reporters' and Editors' conventions
    • Daily monitoring of news clips, TV stories
    • Newsroom on AOPA website
    • Editorial meetings, letters and op-ed pieces
    • Karant awards given away to editors

Media Relations Crisis Response

  • Last week only one pilot made headlines - the other 588,656 did not.
  • 11 May 2005 DC airspace incursion:
    • C150 forced to land at FDK escorted by F15s
    • Satellite trucks in our parking lot
    • Panic in streets of DC
  • Handled 150+ media contacts.
  • Ads in USA Today and Roll Call
    • National and Capital Hill audiences
    • Pro-activity shaped and told our side of the story
  • Spawned a formal Crisis Comm. Plan for the organization.

Member Media Training

  • Pilots can be our best asset, or our worst fears come to life.
  • That's what I said, but it's not what I meant . . . .
  • Now let's look at how this video was edited for airing!
  • Pilots can be our best asset, or our worst fears come to life.
  • That's what I said, but it's not what I meant . . . .
    • New on-line training tool
    • Directs all media enquiries to AOPA
    • Coaches how to handle the 'ambush' interview.

In House Video Studio—enormous capability in order to give our story

  • Provides live feed via satellite.
  • We can "go" to any station in the US or Canada - See map.
  • Allows us to provide facts and outside of the story . . . . easily'

Summary:

  • It isn't what you say, it's what they hear.
  • Long standing fascination with airplanes.
  • That fascination has become fear.
  • Information is our best weapon against media ignorance.
  • Watch what you say!

View Phil Boyer's full presentation.

Questions/Comments

Ram Pattisapu, India: Thanks for the wonderful presentation. Have you ever thought of using celebrities who fly, they would have a tremendous following?

Reply from Phil Boyer: Yes, we have done so on occasions. Harrison Ford, who is a passionate pilot, for example. However, it is not always satisfactory—you can find yourself up against their strong-armed handlers who expect 'big money'. Most 'big stars' don't want to do it as they find it difficult to combine with their entertainment careers, so it is not easy.

Updates

ICAO Activity
IAOPA Representative to ICAO

IAOPA works to assure that GA's needs are recognized and understood, and participates at ICAO about 60 days per year.

  • Why is IAOPA at ICAO?
  • Since IAOPA is at ICAO, what is your obligation? Do your homework—respond to any requests for comment from IAOPA HQ.

How does IAOPA dance:

  • Any State can exempt itself from ICAO Standards (file a difference). Find out what differences your State has filed regarding GA.
  • SARPs come about in stages, "Recommended Practices". React before they become Standards, i.e., set in stone.
  • The work flow for ICAO comes about as a result of States' requests.
  • ANC examines proposal papers, forwarded to the Council.
  • Proposals are presented to States, via a State Letter for comment. These are warnings of impending change. This is the time to act, so your voice is heard.

Where is ICAO headed?

  • ICAO has adopted the Safety Management System approach, based on risk analysis.
  • Demand that proof precedes the introduction of the SARPs.

What has ICAO done? Positive input from IAOPA at all the following:

  • Medical Panel.
  • ELT Working Group.
  • UAV Study Group.
  • AVSEC Panel.
  • Personnel Licensing Panel.
  • English Language Proficiency Requirements.
  • IAOPA present during the ANC deliberations. Observer status since 1964.

What can you do?

  • Give ICAO good and immediate feedback. Please respond to IAOPA requests for your opinions.
  • Establish immediate contact with your State regulators.
  • Suggest and negotiate sensible compromises.
  • Encourage your Authorities to harmonize with other Sectors:
    • The environment ministries, land use authorities, tourism ministries, etc.
  • Encourage your regulators to work performance based, using risk analyses. There has to be a reason for a change to be required.
  • ICAO is responsible to input from Member States and IAOPA is responsible for your input.

View Frank Hofmann's full presentation.

EASA Activity
IAOPA Europe Communications Officer, AOPA Denmark

European Aviation Safety Agency:

  • European equivalent to the US FAA.
  • Replaces the JAA as the Rulemaking agency in Europe (Regulations). Mandatory compliance required from EU States, unlike the Requirements from JAA, which were adopted as considered suitable by JAA member States.

EASA Current Status:

  • Currently regulates Airworthiness and Maintenance. The power to regulate. Based in Cologne, Germany.
  • Proposal to extend to Operations (OPS) and Licensing (FCL) and Third Country oversight.
  • Remaining JAA activities to be transferred to EASA on January 1, 2007. The world is watching what is going on. New Zealand has already implemented Maintenance and Canada is also interested.

Impact on General Aviation

  • EASA working groups to deal with all issues related to 'light aviation' (MDM. 032). IAOPA has representatives this and on the following working groups:
    • Airworthiness and Maintenance
    • Flight Crew Licensing (FCL)
    • Operations (OPS).
  • Quote from MDM.032 TOR: "The Agency has decided to address all the issues in a single activity to avoid as is often the case, the solutions that are initially found for Commercial Air Transport of large aircraft are then later generalized to the rest of the aviation community". No 'top down' approach, it will be the other way around. i.e., how do you want EASA to regulate general aviation - 'bottom up' approach.
  • Quote from MDM.032 TOR: "Current JAR-FCL may be too demanding for flying only simple aircraft in simple air traffic environment." JAA had too many rules.
  • MDM.032 Objective: Propose new concept for regulation of aircraft other than complex motor powered aircraft, used in non-commercial activities and draft the associated NPAs. New solutions needed, but must not impair GA's access to airspace and aerodromes. Young people coming into flying will be attracted to microlights.

Tasks:

  • Develop concepts for the Regulation:
    • Sub categories
    • Industry standards
  • Develop Implementing Rules for the issue of Recreational and Private Pilot Licences (FCL).
  • Develop Implementing Rules for the operations of concerned aircraft (OPS).
  • Rethink the implementation means today, applied to these aircraft in Airworthiness.
  • Development of different implementing Rules for Airworthiness and Continuing Airworthiness.

Possibilities and risks

  • Possibilities:
    • Reduce costs
    • Reduce bureaucracy
    • Reactive general aviation
  • Risks:
    • Increase in taxes and fees
    • New barriers in aviation might get rid of GA at big airfields.
    • Reduced ICAO compliancy. The whole concept could be sub ICAO.

New Important Definitions

  • Definition of Complex Airplane:
    • MTOW over 5,700 kg; or
    • Max approved seating capacity or more than 9; or
    • 2 pilot airplane; or
    • Equipped with turbojet engine(s)
  • Definition of Recreational Operation:
    • Means any non-commercial operation with a non-complex motor-powered aircraft
  • Definition of Recreational License: Non-commercial operations with non-complex aircraft
    • Only within the EU (non ICAO)
    • Certificate to be issued by "Assessment Bodies", i.e. AOPA, EAS, etc. Not by CAAs.
    • Medical issued by any General Practitioner (Sub ICAO)
    • Simplified Instrument Rating. Currently only 2% of PPL holders in Europe have an IR.

Requirement for Complex OR Commercial Aircraft

  • Implement and maintain a management system.
  • Establish and maintain an accident prevention and safety program, including an occurrence reporting program.
  • Operations Manual.
  • Procedures for disruptive passengers.
  • Security program:
    • Security of flight crew compartment, aircraft search procedure checklist, security training programs etc.
  • Fatigue management system.
  • Eclipse VLJ ~ Airbus A380. Same requirement to operate a six seater VLJ as an Airbus A380.

IAOPA Concerns:

  • The term "Recreational" is extremely unfortunate and misleading. It is not properly describing the activities taking place under the very broad definition. Alternatives:
    • "Personal Aircraft Operation"; or
    • "Light Aircraft Operation".
  • o Operational requirement for operating with complex aircraft MUST:
    • Be proportionate with the scale and scope of the operation
    • Some complex operations will involve just one single person
    • Use new ICAO Annex 6 revision - introduces requirements for large turbojet aircraft which are proportionate with the size of the organization
  • Avoid referring to specific technologies (turbojet) in basic EU Regulation:
    • Technology evolves
    • Changing basic EU Regulation is a slow and difficult process.

MDM.032: Concept for Airworthiness - introduction of new weight category < 750kg

  • < 750 kg: ultralight aircraft. Manufacturer issues Type Certificate based on industry standards.
  • 750 - 2,000kg: Type Certificate issued by Assessment Body based on industry standards.
  • > 2000 kg: Type Certificate issued by EASA on basis of manufacturers recommendations.

MDM.032: Concept for Certification - One fundamental license for all "recreational pilots"

  • Combined with categories, classes, types, ratings/rights.
  • Stepwise approach—competency based training.
  • Possibility to extend to "traditional PPL".
  • No restriction on access to airspace or airports in license regulation.

Witnessing the creation of a new and potentially very influential aviation organization. EASA is using industry and the world will be watching.

IAOPA has a historic chance of influencing the future of General Aviation in Europe and beyond!

View Jacob Pedersen's full presentation.

Announcements

Apologies received from the following who were unable to attend the Assembly:

Blazej Krupa, President AOPA Poland: due to family bereavement, was very sorry to be unable to be present. Sends his greeting to the Assembly and looks forward to seeing the delegates at the European Regional Meeting in Warsaw on 30 September.

Alfredo Fonseca Mora, President AOPA Panama: Apologies for being unable to attend the Assembly as planned and sends his greeting to all present.

Resolutions: The most important item at the World Assembly. There are 12 draft Resolutions which are being distributed today. Delegates are asked to have a good look through them, as there will be a limited amount of time for detailed discussion the following day (Wednesday).

SESAR Progress
Michael Erb, Managing Director AOPA Germany

What is SESAR?

  • An initiative for the Single European Sky from the EUROCONTROL Air Transport Committee.
    SESAME: Single European Sky ATM Implementation Program SESAR: Single European Sky ATM Research Program

Background

  • Today US ATM network is about 100% more efficient than the European counterparts. (Source: EUROCONTROL Review report). What can we do to improve the system?
  • Predicted growth of the aviation sector in Europe will be held up by the ATM bottlenecks.
  • ATM 2000 and various ambitious European projects failed, because of an insufficient Buy-in of affected stakeholders and capacity. GA is included in this program.
  • Buy-in of ATM affected stakeholders is essential.

Objectives

  • SESAR will define and steer the European ATM network for the year 2020 and beyond.
  • Significant improvement of ATM efficiency and capacity.
  • Reduction of European Airspace Fragmentation. Most important—currently some 30 providers in Europe.
  • Compatibility of the SESAR results with international standards.
  • SES Legislation—ESAR Definition Phase—SESAR Implementation Phase.
  • Project structure: See block diagram on presentation on the IAOPA website
  • Project structure: Phases, Milestones, and Deliveries.
  • Project Structure: Definition Phase Governance.
  • Project Structure: Statement of work up to 2007 - see table on website.
  • Project Progress: IAOPA contribution.

AOPA Germany is acting as the legal entity on behalf of IAOPA(EUR). Subcontracting to ScanAvia (Val Eggers). The work committed to by IAOPA(EUR) and the administration of the work is a percentage corresponding to 24 + MM and retaining 2.5 MM = 18.5 for IAOPA (EUR), out of a total of 360 MM. IAOPA is active in the context of EXCOM and the Airspace Users Committee. 1 - 2 meetings per month in Brussels, Toulouse, and Geneva, in between UAB telephone conferences, permanent reviewing of e-mails, coordinating with Val Eggars, Martin Robinson and many others.

Project Progress: Present Status

  • IAOPA's present tasks and challenges.
    • Describing the economic and social value of GA, in order to measure the impact of improvements in the ATM system. Consequently work, especially the evaluation of GA value chain, will rely extensively on retrieving info via sampling and use of assumptions. Report by Martin Robinson very useful in this context
    • Identifying GA's problems and bottlenecks in the present ATM system
    • Developing specific objectives for GA in the so called "Devil's Group", time pressure because of a very ambitious time frame. Which system to have - decision urgently needs to be made.
  • Difficulties of the airlines to find qualified project personnel.
  • Difficulties to co-ordinate all the different activities in time. More and more meetings needed to meet the challenges we face.
  • Negotiations about the implementation phase of the SESAR—who will pay, who will have influence—highly political matter.

GA's objective in SASAR laid down in the UOD:

4.17: General Aviation
4.17.1: The Air Traffic Management Network shall provide GA operations with the services reflecting their specific needs.
4.17.2: IFR arrival and departure procedures to airports without Air Traffic Control Services and uncontrolled airports shall be made possible.
4.17.3: Sole means SBAS approach procedures shall be made possible.
4.17.4: The Air Traffic Management network shall be able to flexibly accept change of flight rules from VFR to IFR.
4.17.5: All flying machines should be made co-operative through the fitting of Autonomous Collision Avoidance Systems.

Project Perception: Towards Implementation.
Proposal: for EU Council Regulation, decision until 2007

  • Joint undertaking, EU, EUROCONTROL, (Galileo model).
  • Financing: EU, EUROCONTROL, Route Charges, Contribution Fees??.
  • Board could have representatives:
    1 from EU/EC
    1 from EUROCONTROL
    1 from airspace users
    1 from ANSPs
    1 from airports
    1 from manufacturing industry
    1 from staff.

View Michael Erb's full presentation.

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