Sporting & Recreational Aviation Presentation to

Nigel Griffiths MP Gerald Howarth MP Lembit Öpik MP Lord David Trefgarne

By

Sir John Allison – President Europe Air SportsDavid Roberts – Treasurer EAS, BGARoger Hopkinson – PFA, GA Alliance

Paul Draper – PPL/IR Europe, GA Alliance

6 June 2005

Specific Themes/Current Issues

• Insurance - Historic aircraft - Burden on all sport & recreational flying

• CAA - Mixed empathy with Sporting & Recreational Aviation (S&R A) - Currently seen as biased to CAT

- Need for S&R A representation - Need for “grass roots” review of regulatory structure for S&R A - Scope and detail of regulation - JRT Charges review (see later)

• UK Airspace changes (current list 14) - Increases in controlled areas - difficulty of access to and cost of regional airports

• EASA - Regulations burdensome - Maintenance costs increases

• Single Sky - Current & ongoing

Today's S&R A “Drivers”

• Changing World– Increases in Commercial activity (5%/7% pa ongoing)

driving out S&R A– ICAO (CAT) standards and initiatives being applied to S&R A

• European Community (Harmonisation)– Single European Sky (SES)– European Aviation Safety Agency (EASA)

• Domestic Position– Government policy & DfT– CAA (pressure on mandate/existence)– Military requirements

Domestic “management” of authority exchange not visible

Negative Drivers on UK S&R A – Slide 1• Poor relation in Transport policies

– Not in Transport & Regional White Papers– Airfields under pressure – No recognition of “National Aviation Resource”

• Commercial pressures against S&R A (and GA)– Airlines (some, BA, Monarch) see GA as economic target

despite pilot self funded entry now at 86%– Economic (S&R A has many small SME’s - £5.2 Bn t/o)– GA as business tool not seen (except @ election)

• S&R A poorly presented/understood– High proportion Recreation & Sporting– Educational & Social importance– Environmental

Negative Drivers on S&R A – Slide 2

• Reactive not Proactive to Law/Regulation (esp. SES)

– Not recognised in Single Sky Regulations– Not even recognised in initial CAA SES response– Consultation response often weak– European S&R A relatively passive– Lobby post NOT Involvement Pre– Organisations mostly run by unpaid volunteers

• Perception of a “Rich Mans Sport”– “They can pay” – says Sir Roy McNulty when

briefing.– “If businesses fail so be it” - JRT.

Negative Drivers on UK S&R A – Slide 3

• User Pays philosophy– Easy political response– Non recognition of “user” and who “affected”– Airspace & CAA not “designed” for S&R A– Change to “Beneficiary Pays”– Over regulated as CAA & Eurocontrol mainly run

by/for CAT with no GA Board representation• Relative discouragement

– Cf. US FAA supports S&R A and economic benefit– Similarly France and other nations– Youth discouraged = industry dies– Suspect CAA “favours Commercial” eg UK Aviation

Club

S&R A Current European issues• Single European Sky Regulations 2004

– Framework, Airspace, Interoperability, Service Provision (very prescriptive)

• Common Requirements• Charging Regulation• Airspace Design• SESAME

• EASA ( a lighter touch?)– Continuing Airworthiness– Maintenance Organisation Approvals– Certifying Staff– Training Organisation Requirements– Annex 2 (Important element for Sports aviation)

• Domestic (see later)

Joint Review Team

The Domestic challenge

CAA Charges

JRT Stated Objectives

• Consensus on impact of EASA on SRG• Remove/minimise Charging Scheme

cross subsidies• Identify opportunities to increase

efficiency• Improve charges consultation• Conclude for 2005/6 charges proposals“Underlying need to meet regulatory oversight

balancing transparency, cost relatedness and equity”

JRT “Expectations” from First Draft

• £5.5M from >15 Ton AOC to < 15Ton– Heavy AOC benefit (Light AOC lose by £4.5M)– GA increase 60% (£1M)– Threat of additional EASA charges

• GA/S&R A Specific increases– Permit to fly +182% over 4 1/2 years– Display permit + 250% over 3 years– Design Approval +68%– Design Approval (Part 21 Subpart J) + 570%– Aerodrome charges lower end +124%

• Oxford £4K to £19K• Small Licences £776 to £3,860• Lasham £0 to £4K

Failures/inconsistencies in first draft• Failure in respect of Objectives

– EASA cost evaluation not achieved– Few proposals on “cost efficiency”– Few/no proposals on deregulation– No improved consultancy/transparency

• No impact assessment– Negative on GA/S&R A (Economic, social etc)

• Cost allocation equity– Airline and Permit treated as one (£600 GAD

Organisation/individual treated the same)

– Safety driven by Commercial not GA/S&R A activity

• Would CAA be “as is” for S&R A if started today?

S&R A JRT Response (Slide 1)

• Representation inadequacy– Broader representation refused

• Level Playing field inequality – Fuel tax– Overall comparative costs UK/elsewhere– Analysis of beneficiary ie. cost, proportionality &

Equity– Safety should be based on use = seats/km

• Press for reduced regulation

GA/S&R A JRT Response (Slide 2)

• Consultation Failure & Inequity– Moral & Legal Social & Economic obligations

(no impact statement and objectives achievement review)

– Requirements of Sponsorship Statement– Cabinet Office Principles of good regulation– ANO Regulation 6 (part 11), Authority conduct– Judicial Review (CAA regs1991)– Parliamentary Inquiry into CAA Finances

In summary what does S&R A wish to see?

• Regulation on a more appropriate & lower cost basis• The automatic inclusion of S&R A within UK & European

Transport Policies• Policies that reflect S&R A’s value to the long term

economy• Recognition that GA/S&R A is a valuable business tool

and recreation resource• Adequate and equitable access to airspace and airports• UK Government commitment to

• full consultation both for internal UK matters and when formulating the UK’s position on European matters

• seek fair and proper GA/S&R A representation on the relevant UK and European Boards

• A fair and level playing field when considering costs, charges and taxation

Back up Information

UK Aircraft Disposition

Aeroplanes Cof A33%

Gliders & Motor Gliders

12%

Helicopter and Gyro

5%

Other Permit7%

Microlights10%

Hang & Para Gliders

24%

Foot Launch Pow er

1%

Balloon & Airships

3%

Historic & Vintage

5%

Total 22,777Excl. Circa 1000 “N” RegIncl Circa C of A 1000 CAT

UK Pilots

Professional30%

Private43%

Microlight4%

Glider14%

Foot Launch Pow er

0%Hanglider & Paraglider

9%

Total 61,106

Many professional alsofly S&R A types

Comparative Costs

Cost of Obtaining a Private Pilots License

UK

SW

ITZE

RL

AN

D

FR

AN

CE

SW

ED

EN

CA

NA

DA

AU

ST

RA

LIA

US

A

£-

£2,000.00

£4,000.00

£6,000.00

£8,000.00

Fixed Annual Costs

UK

SW

ITZE

RLA

ND

FRA

NC

E

SW

EDEN

CA

NA

DA

AU

STR

ALI

A

US

A

£-

£2,000.00

£4,000.00

£6,000.00

£8,000.00

Maintenance Insurance Hangarage

Example Annual Operational Costs

UK

SW

ITZE

RLA

ND

FRA

NC

E

SW

EDEN

CA

NA

DA

AU

STR

ALI

A

US

A

£-

£500.00

£1,000.00

£1,500.00

£2,000.00

Fuel for 40 hours at 35l/hour 40 landing charges 10 night's parking

Typical operating costs forC150/DR400 in:-UKSwitzerlandFranceSwedenCanadaAustraliaUSA

Some Specifics• Insurance• Mode S Transponders• 8.33 KHz spacing below FL 195• UK Airspace changes (current list 14)• Detection & Recognition• ATC outside controlled airspace• UAV consultation• Mandatory ELT& survival equipment• EASA & Mtce / DOA approval• UK resident “N” registration & FAA licences• Instrument Approach - transfer to Industry• GPS Approaches• Airport security proposals for light aircraft

Proposes legislation

European Union - Structure

Commission

CouncilParliament

Citizens States

Approves/ Supervises

Appoints

Co-decision

EU Law

Single European Sky - UK Input

Commission

DfT

MOD

FCO

Cabinet Office

CAA DAP,SRG,ERG,Legal

NATS

SES SG

EAPC

Single Sky Committee

Chaired by CION

2 Reps per State

Eurocontrol (obs)

ICB

SES WG

DAP

SRG

ERG

Legal