News Archive - 2010
Please note: When these articles were first published, the links to external web sites were current. If the content or location of web sites these links pointed to have changes or the contents have been deleted, the links will not work, Due to the time it would take, I don't intend maintaining the validity of the links on this page. A brief search on Google should find the original articles though.
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EASA FCL - Latest Update To read the original on AOPA UK web click here. |
Information regarding the EU Comitology Committee meeting on EASA's Opinion on FCL has been coming out in dribs and drabs. This News Item consolidates the information as known to date. We are indebted to Vasa Babic who represents PPL/IR as well as being an AOPA member for this information from a UK DfT EASA Forum meeting. Vasa kindly offered to cover AOPA's interest at the meeting, which clashed with an EAB meeting in Cologne. |
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Susan Hamilton and Pat Ricketts of the DfT reported on the 2 day EU Commitology Committee meeting on EASA items that took place this week. The agenda included EASA FCL and several other items, but the entire 2 days were taken up with the discussion of EASA FCL. The two main issues reviewed were -
It was agreed that FI ratings for Balloons and Sailplanes could be added to a LAPL (note: but not FI ratings for aeroplanes and rotorcraft – these can only be added to a PPL)
“The EU Commission was very aware of the concerns on this subject and the UK Minister sympathised with some of the concerns”. There was a “difficult discussion”. The outcome was that a 2 year derogation was agreed – ie. the requirement for a EU resident to hold an EASA licence in order to fly a 3rd country aircraft is to be deferred by 2 years from April 2012 to April 2014. The intention is that this 2 year period will allow for a Bilateral Aviation Safety Agreement to be signed with the USA. Some additional changes were agreed to FCL which the DfT will report on when the meeting minutes were available. EASA FCL then passed the required unanimous vote of the Comitology Committee. Thus this stage of the process is over, and only a vote of the EU Parliament remains in the process, which should take place in ~3months time. |
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Further information can be found on the IAOPA Europe web site Article ©AOPA |
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And if you thought it couldn't get any worse in Europe.......
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Rethink on environmental regulations |
EASA has put on hold its proposals to create ‘one-size-fits-all’ environmental regulations for European aviation following a number of negative appraisals from the industry. AOPA Sweden was among those who commented critically on EASA’s Notice of Proposed Amendment 2008-15, which covers ‘essential requirements for civil aviation environmental protection’. AOPA Sweden’s Fredrik Brandel says: “In a document of hundreds of pages we found many unsatisfactory proposals. For example, it says that prior to a flight, not only should the pilot make a flight plan but also an environmental flight plan – that is, plan the flight according to environmental conditions. Furthermore, airports were to be heavily regulated in matter of noise and pollution. We argued that all airports in Europe could not be regulated the same way, due to different conditions in terms of weather and amount of traffic. These matters should be regulated by local authorities. “AOPA Sweden was not alone placing comments. Several other european organisations and companies submitted about a thousand comments, mostly negative. EASA thus made the decision to 'put the proposal on hold'. It makes you wonder why all the employees at EASA did not realise that before they wrote hundreds of pages of legislation that will not be applied, at least not for the moment. Anyway, European aviation does not have to comply with another new set of burdensome rules.” Original article on the IAOPA Europe Web site |
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Article ©IAOPA Europe |
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United front on the N-register |
Three of the strongest general aviation advocacy groups in Europe have joined forces to oppose EASA’s plans to make it illegal to fly in Europe on a third-country licence for more than a year. IAOPA Europe, the European Business Aviation Association and the General Aviation Manufacturers Association have signed a joint letter to the EASA Comitology Committee which will deliberate on EASA’s proposal, voicing general aviation’s concerns and warning that the proposal will harm the industry. The joint letter, signed by IAOPA Senior Vice President Martin Robinson, EBAA President and CEO Brian Humphries and GAMA President and CEO Peter Bunce, says the proposal will adversely affect thousands of European pilots, reduce safety levels and cost jobs. It suggests that the issue of third-country licences cannot be settled satisfactorily by EASA’s 2013 deadline and should instead be dealt with through bilateral agreements between states. EASA’s stated intention is to “get the N-register out of Europe” and it originally intended to do so by ensuring there were no advantages to being on the American register. However, EASA regulation has remorselessly increased the advantages of flying under an American flag, so the Agency has effectively resorted to a “big stick” ban. There is no suggestion of a safety imperative; the move is purely political. The joint letter points out that holders of the Instrument Rating would have to undergo the entire theoretical and flying skills testing process, incurring costs greater than €10,000 each, in order to continue doing what they’ve been doing safely, sometimes for decades. Many say this is not economically viable, given their age and number of flying years left, and they would be lost to the industry. The joint groups propose a validation process which “grandfathers” existing license holders, which they say would deliver what EASA requires in terms of oversight. They add that bilateral aviation safety agreements (BASAs) will provide an appropriate mechanism with which to tackle validation and acceptance of third country licenses in future. BASAs are currently being negotiated with the USA and Canada, and the group says licensing annexes should be added. Europe’s deadline for implementation should be put back in order to achieve a proper solution through negotiation. The Comitology Committee is made up of representatives of member states, and it must support EASA’s proposed regulations before they can go further. The issue of third country licences comes before the Committee again on December 7th. Original article on the IAOPA Europe Web site |
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Article ©IAOPA Europe |
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FAA Proposes photo-licences |
FAA proposes photo-licences Photographs will be required on all US pilot’s licences under new rules proposed by the FAA, and holders will have to pay an as-yet undetermined amount for the privilege. At the moment, holders of the ‘tamper-resistant’ plastic licences must carry some form of photo identification, but this requirement will be dropped in future. If the proposal is approved, all pilots will have a maximum of five years to acquire a new photo-licence, which will be valid for eight years. The cost will be $22, although the FAA says this will rise in line with inflation. Furthermore, the FAA also expects designated ‘verifyers’ who certify that the photographs are indeed those of the licence holders to charge a fee which is unspecified and uncapped. The FAA’s Notice of Proposed Rulemaking says the proposal is a response to the Intelligence Reform and Terrorism Prevention Act. Once the rule goes into effect, all new certificate applicants will pay for the new photo-certificate. Current pilots would be transitioned either by a ‘triggering event’ such as picking up a new rating or flight instructor certificate. ATPs would have three years to obtain a photo certificate; commercial pilots would have four years; private, recreational and sport pilots would have five years. Original article on the IAOPA Europe Web site |
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Article ©IAOPA Europe |
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EASA redrafts N-register proposals |
AOPA is continuing to work towards a sensible conclusion to the issue of third-country licences and registrations in Europe, which is affected by EASA proposals on flight crew licensing. Following a concerted IAOPA campaign, the European Commission’s committee which oversees EASA’s proposals – called the Comitology Committee – put back a decision on third-country licenses for two months to allow EASA to bring forward new proposals. EASA’s new draft will be circulated to members of the Comitology Committee in the next two weeks, and a full deliberation is scheduled for December 8th. EASA has made no secret of the fact that it wants to get third country aircraft – and specifically the N-register – out of Europe. But in the past it has said it would do this by “making sure there were no advantages to being on the N-register.” It has, however, found it difficult or impossible to address the relevant issues, and seems to have opted for a ‘train crash’ approach which would be disastrous for general aviation in Europe. The flight crew licensing proposal is only the first stage in EASA’s move against the N-register, with more to come in proposals on Ops. IAOPA believes these moves are politically motivated and have nothing to do with safety, and EASA regulation should not be used in political disputes. 'Grandfather rights' changes the regulatory landscape IAOPA is seeking advice from its Brussels lawyers over an EASA statement to the effect that it has no power to abolish any established national practice – a statement which opens up a whole new vista of regulatory possibility. The statement was made during a meeting to discuss the UK’s IMC rating, which Britain wants to retain but which some other European countries do not want. EASA’s representatives said anyone in Britain who had an IMC rating would be allowed to continue using it for life because EASA did not have the power to take away any privilege already granted by a national authority. IAOPA’s lawyers have been asked to unearth the precise wording of whatever EU law allows this – it is certainly not aviation law – but it seems to offer a solution to some of the intractable problems associated with harmonising licences. In France it could allow the continuation of the brevet de base, which the rest of Europe does not want. For the UK, as well as the IMC rating it might solve the problem of the Basic Commercial Pilots Licence, a national licence which allows PPL instructors to carry on doing their jobs. Martin Robinson says: “This is such a seismic shift in EASA’s position that it must be fully clarified in plain language. Often EASA hides behind legal semantics, a dreadful position to be in when you’re making aviation safety rules, and you can read many things into what they say. But this is too important.” The UK IMC rating is a course of at least 15 hours which pilots are encouraged to complete after their PPL. It teaches them to keep control of an aircraft in IMC, and to return safely to the ground using whatever instrument approach is available. Tens of thousands of British pilots have obtained the rating over the past 40 years, and it is seen as one of the main reasons why the UK’s safety rate is so good, despite its unpredictable maritime climate. EASA’s one-size-fits-all approach means the IMC rating cannot be adopted across Europe because some countries do not allow IMC flight outside controlled airspace. AOPA UK, with the backing of the UK CAA, seeks to preserve the IMC rating for future generations of pilots as well as those with ‘grandfather rights’. Original article on the IAOPA Europe Web site |
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Article ©IAOPA Europe |
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Safety or Politics? by Bruce Landsberg |
Most U.S. pilots have never heard of EASA – the European Aviation Safety Agency. Their motto is “Your Safety is our Mission” but in my view, as least as far as light GA is concerned, they sometimes create solutions in search of a problem. And sometimes it is done out of frustration with our political system. I’ve had the privilege of working with the International AOPA (IAOPA) for a number of years and have participated over a decade in IAOPA conventions. I always come away with a new-found appreciation for the freedom to fly that we have in the U.S. Despite some recent encroachments, GA here is generally much better off here than in the rest of the world. Believe it or not - it is much more affordable and less complex. EASA has just proposed to require holders of U.S. pilot certificates to also get a European Instrument rating to operate IFR for Part 91 flights on the Continent. The logical question is, “Have there been accidents or incidents by U.S. pilots where the probable cause was due to a misunderstanding of IFR European flight procedures?” To my knowledge there is NO data to support this concern – zero, zip, nada. You should know that the Air Safety Institute has offered to maintain an international database and report annually just as we do in the U.S. with The Nall Report. So far, there has been no answer. So why this sudden concern about U.S. IFR pilots? Glad you asked! It seems that in 2008 there was a bi-lateral agreement proposed between the U.S. and EASA that called for the joint recognition of flight crew certification, air carrier operating certificates and maintenance facilities. Seemed reasonable especially in light of no conflicting operational data. However, concern was voiced from some U.S. labor sources that off shore repair shops might be substandard and hence would require FAA oversight. Was there any systemic data to support that contention? Again, not to my knowledge. Understandably, that was a deal-breaker for the Europeans. The response was, “OK, if you can’t trust our shops – guess we can’t trust your pilots!” The potential ramifications are enormous. Thousands of U.S. registered aircraft would be grounded in Europe. To obtain an EASA IFR rating it would require seven (7) knowledge tests and a flight check. Some pilots would attempt VFR when they needed to be in the IFR system. One of the biggest impediments to safety and common sense is politics. Economics and fairness is also important and those need to be judged on their merits but wrapping them in the golden mantle of safety is disingenuous. Settle those differences honorably on the economic and political playing field. IAOPA and AOPA have been engaged since 2008 although this is just now coming to a head and there has been a direct and forceful response. If there was ever a time for pilots to band together with their Association this is it. In the immortal words of Thomas Paine, “If we do not hang together we shall surely hang separately.” Bruce Landsberg President, AOPA Air Safety Foundation Original article on the AOPA ASF Web site |
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Article ©AOPA Air Safety Foundation/Bruce Landsberg |
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US AOPA Mobilises N-Reg pilots in Europe |
US AOPA is mobilising pilots of N-Reg aircraft operating in Europe to fight the EASA-FCL proposals. The Proposals, which are next due for debate in December 2010, would severly curtail the operations of operators of US registered aircrat who are based in the European Community. The EASA-FCL proposal is widely seen as a protectionist measure that would adversely affect US aircraft manufacturers and training providers as well as having serious economic consequences for EU citizens and businesses operating foreign registered aircraft. Click here for more details. |
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Article ©AOPA |
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EASA FCL - Latest Update To read the original on AOPA UK web click here. |
The ‘EASA Comitology Committee’ met in Brussels on October 14 to consider an EASA ‘Opinion’ on Pilot Licensing Requirements. Various stakeholders, including the GA community, had voiced significant concern about the Opinion and its future effect on pilot licensing arrangements in Europe – in particular the ability of European based pilots with FAA licenses to continue to operate within the European community and for European licensed pilots to obtain training at non-European based training centers. IAOPA and GAMA has specifically communicated the need for establishing licensing annexes to existing BASAs to resolve these issues which, as you know, remains a pending item. The Committee held an initial discussion between EU Member States and the European Commission on EASA's draft language. However, no action was taken on the Licensing Opinion, due to a number of outstanding issues, including some of the specific concerns raised by the GA community. We expect the next meeting of the EASA Committee to take place mid-December 2010. |
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The following report is from a delegate present at the meeting. It has been translated into English and so cannot be treated as definitive. EASA COMMITTEE Executive summary: The meeting was devoted almost entirely to EASA FCL. There were a number of rather fundamental issues discussed. The Committee confirmed the need for a review of the regulatory process.The outcome of the consultations is summarized as follows: -
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Article published on AVweb, 18th October...
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European Pilot Ruling Delayed By Russ Niles, Editor-in-Chief, AVweb To read it in full on AVweb click here. |
European pilots flying under FAA certificates and with N-registered aircraft have a couple of months of breathing room in which to press their case against proposed rule changes they believe will seriously damage general aviation in Europe. A conciliation committee between the European Union Commission and the national governments has delayed until December a decision on rule changes put forth by the European Aviation Safety Agency (EASA). The rules would have essentially eliminated the longstanding practice of thousands of pilots maintaining and operating GA aircraft under American regulations. The meeting was held in private and there are no transcripts or minutes available to the public, but the delay itself is seen as a hopeful sign. According to Jan Brill, managing editor of Pilot und Flugzeug Magazine, indications are that the conciliation committee favors a softer stance on the issue of so-called "third country aircraft" and that the issue won't be resolved any time soon. The EASA proposal would have required pilots currently flying on FAA IFR tickets to pass the ATP-style instrument ratings in force in Europe. Aviation groups in Europe almost universally panned the proposals, saying they would have devastated GA there. |
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Article published on AVweb today...
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European Parliament Voting On Pilot Bill To read it in full on AVweb click here. |
The European Parliament is expected to vote today or Thursday on whether to essentially cancel some of the privileges of pilots holding FAA certificates in European Union countries. Proposed regulatory changes put forth by the European Aviation Safety Agency would also make it more difficult to operate American-registered aircraft in Europe. In a special edition podcast interview with AVweb, Emmanuel Davidson, vice president of AOPA in France, said the proposals put forth by EASA "represent the greatest threat to general aviation in Europe in the last decade" and virtually all pilot groups and many companies and industry groups are trying to get it derailed. One of the difficulties with that is the measures are hidden in a larger bill of changes deemed positive by most in GA in Europe and the American issues will have to be separated from them. Davidson said the most serious impact of the EASA proposal would be to effectively negate the FAA IFR rating that most IFR-rated pilots in Europe fly with. An FAA IFR rating is considerably less onerous to obtain than a European one because the European requirements are the same as those required for an ATP. Davidson estimates the average private pilot, with a job and family, would take more than a year to do the ground school and the rating would cost about $30,000. |
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EASA N Register attack - the battle begins!
A number of flight organisations, pilot groups and flying magazines have started to mount an attack on EASA's proposals. It might be an eleventh hour move, but the voices are now getting louder.
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Jan Brill, Managing Editor, Pilot und Flugzeug magazine has written an open letter to EASA.. To read it click here. |
He has also written an excellent article..... The European Regulators dismal safety-record on General Aviation, and why EASA doesn't do a thing about it? With EASA's frontal attack against US pilots and US aircraft flying in Europe causing a severe backlash from pretty much the entire General Aviation Community, more and more lawmakers and media-representatives, who look at the US-registered aircraft in Europe ask themselves one simple question: "What’s not to like?" In almost any objective category of safety, the FAA-regulated system does produce safer flights, fewer accidents and even more cost-effective solutions than it’s heavily regulated european counterpart. Incredibly, instead of learning from a clearly safer and more efficient system, EASA dwells in chauvinistic protectionism and - in many areas - clings to it’s long since repudiated approach of maximum barriers for advanced flight training and higher pilot qualification. Read the rest of the article on their web site http://www.pilotundflugzeug.de/ |
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EASA-European Parliamentary Question Morten Messerschmidt is a Danish MEP. He has tabled the following written question in the European Parliament:- Subject: EASA and intensive regulation In recent years, EASA has adopted a practice that involves the intensive regulation of aviation rules, to the great inconvenience of individual flying enthusiasts. The Commission’s own EU Barometer surveys show that a high level of regulation increases discontent with the EU. Martin Robinson, the Vice-President of IAOPA (The International Council of Aircraft Owner and Pilot Associations) recently stated that over-regulation by EASA is the greatest threat to air safety in Europe. In the same breath, he also criticises EASA for issuing endless detailed rules without being able to base these on trustworthy data. Can the Commission therefore say whether all this rule-tightening is really necessary, if the rules absolutely have to cover more or less everything to do with flying, and which data are used as the basis for this intensive regulation? To see the question on the European Parliament Website click here. |
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EU poised to vote on pilot certification
Update from AOPA Online © USA (original article here)
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Pressure mounts to ‘park’ the issue By Dan Namowitz |
With the European Union Commission nearing a vote on adopting EU-wide pilot certification rules, AOPA is warning that the package—which does not include acceptance of third-country pilot credentials—would erect trade barriers with consequences felt in the U.S. flight training and manufacturing sectors.
The EU Commission is set to vote following a hearing scheduled Oct. 13 through 14 on a package of flight crew licensing rules put forth by the European Aviation Safety Agency (EASA). In 2008, EASA undertook certification revisions that would supersede member nations’ procedures for the conversion of U.S. pilot certificates.
If passed into law, the proposal would adversely affect U.S. flight schools that train foreign pilots, as well as pilots coming to the United States for training. Pilots who complete their flight training in the United States would be required to repeat most of the exact same training upon returning to an EU state, and it would render the FAA instrument rating useless in Europe. U.S. aircraft manufactures and flight training schools will suffer from a downturn in business from Europe as it is unlikely anyone would invest getting a U.S. aircraft or license which lasts for one or two years, said Craig Spence, AOPA vice president of operations and international affairs.
Pilots holding certificates of nonmember countries would be required to take EASA’s Air Law and Human Performance exams, hold a Class 2 medical certificate, demonstrate language proficiency, fulfill the requirements for issuance of a type or class rating relevant to the privileges the pilot holds, have at least 100 hours of pilot-in-command time in the relevant aircraft, and pass private pilot skill tests. AOPA stated its concerns about the proposal to EASA’s Cologne, Germany-based rulemaking directorate in written comments in February 2009. The association pointed out that the changes would negate the value of flight training in non-EASA countries, including the U.S.
“Flight training in the U.S. is done because most EASA countries do not have the extensive infrastructure to provide the flight training to would-be pilots. Currently, people seeking a pilot’s license can complete their training in the U.S. and return to an EASA country and easily exchange their U.S. certificate for an EASA license. The proposed changes would eliminate that option,” AOPA wrote on Feb. 27, 2009.
The International Aircraft Owners and Pilots Association (IAOPA) is expressing alarm at the impact facing pilots and aircraft manufacturers. “To fly an aircraft in Europe, no matter what the country of register, would require an EASA licence, and if applicable an EASA instrument rating, if you were domiciled in Europe. A stop-gap validation on a non-European licence would be available from national aviation authorities, valid for one year,” it explained to members in a special message. IAOPA Senior Vice President Martin Robinson said that late efforts were being made to persuade the EU to “park” the issue until the impact could be re-examined. He described the EASA proposals as “a smokescreen for political chauvinism.”
“The safety benefit will be zero,” he said.
Paul Fiduccia, director of government and industry affairs at Cirrus Aircraft, was among aircraft manufacturers voicing concern. “We hope that the U.S. government can communicate with counterparts in Europe to delay action on this until analysis of safety and the economic impact of this proposal are completed,” he said in an interview.
Like other manufacturers, he said, Cirrus sells “a substantial percentage” of its aircraft to customers in Europe.
“A Cirrus is best operated by a pilot capable of flying under instrument flight rules. It adds to safety of the operation and the utility of the airplane.” European instrument rating requirements “go far beyond what’s required for safety of operation, and require so much time and investment by pilots that very many of them prefer to operate their aircraft under U.S. pilot certificates and instrument ratings,” Fiduccia said.
AOPA, in its February 2009 filing, also reminded EASA that the U.S. system of flight training has long set the training standard worldwide. AOPA stressed that the potential regulatory and trade consequences demonstrate the urgent need for a bilateral agreement on acceptance of pilot certification. Differing philosophies about training aside, both groups share a key goal: that of developing safe pilots. “For this reason, AOPA-US urges both EASA and the U.S. to formalize a bilateral agreement to reconcile the differences between this rule and the current U.S. rules regarding fight training. AOPA-US believes that U.S. and European licenses should be accepted in either direction with a minimum of additional requirements.”
Related Link: AOPA Regulatory Brief on EASA requirements for the acceptance of licenses issued by or on behalf of third countries
I have reported in full, the AOPA Online News Article. © IAOPA
IAOPA presses the EC to delay EASA's N-register attack
IAOPA is moving quickly to try and prevent changes proposed by EASA (European Aviation Safety Agency) going into the law books.
I have reported in full, the IAOPA Europe Newsletter. A link to the original can be found at the bottom of the news article. © IAOPA
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A special message to all IAOPA-Europe members on EASA's plans for third-country licences following the weekend's Regional Meeting in Amsterdam |
EASA’s eleventh-hour attempt to bounce the industry into accepting disastrous regulations aimed at killing off the N-register in Europe have shocked the aviation world and led to frantic last-minute moves to stop the Agency bulldozing new rules through the European Commission.
When the Agency finally showed its hand on the N-register it was through proposals on Flight Crew Licensing which will make it impossible for European citizens to fly in Europe on American licences, render worthless the FAA Instrument Rating and blow the bottom out of the market in N-registered aircraft. If they are adopted, the plans will force thousands of pilots to undertake new training courses costing millions of euros and slide the already-depressed used aircraft market into the mire. The safety benefit will be zero. After years of discussion, the details became clear just two weeks before the EC was due to make a final decision on EASA’s proposals. IAOPA is asking the Commission to set the issue aside to allow time for its impact to be properly assessed.
The plans fly in the face of every assurance given by EASA’s principals that while they wanted European pilots to fly on European registers, they would properly address the reasons why they did not. EASA’s Executive Director Patrick Goudou promised in 2005: “We will ensure there are no special advantages to being on the N-register.” He has not kept his side of the bargain. Few of the compelling reasons why European pilots are driven into the arms of the FAA have been addressed, and those that have been looked at have been skimmed over in a desultory and unsatisfactory way.
EASA’s claimed motivation for attacking the N-register is safety, but that is a smoke-screen for political chauvinism. Aviation is a trade battleground between Europe and America, and pilots and owners are caught between the trenches. There has never been any evidence, or even any credible claim, that the N-register is unsafe. With this move, EASA has gone far beyond its safety remit and stepped completely into the realms of political protectionism. IAOPA-Europe met in Amsterdam at the weekend to plan a response. Delegates from 17 European countries debated emergency tactics, and Craig Spence, Vice President of Regulatory Affairs for AOPA US, flew in from Washington. He left with a full understanding of the gravity and urgency of the matter. AOPA UK’s Pam Campbell outlined the issue which, she said, had come as “something of a bombshell”. To fly an aircraft in Europe, no matter what the country of register, would require an EASA licence and if applicable an EASA Instrument Rating, if you were domiciled in Europe. A stop-gap validation on a non-European licence would be available from national aviation authorities, valid for one year. The pilot would have to apply to the authority of the nation in which he or she resided. There would be a test for the validation, and no repeat validation would be possible, although an extension would be granted for a maximum of one year if the pilot could prove that training to convert the licence or rating has been commenced.
The minimum requirements to convert a third country PPL would be to pass an examination in Air Law and Human Performance, a PPL Skills Test and a Class 2 medical. It would also be necessary to demonstrate English language proficiency, and to have a minimum of 100 hours. That would convert the licence to a PPL with an SEP rating. Higher qualifications would be granted subject to additional training at the discretion of the service provider. The holder of an FAA Instrument Rating would have to study for and sit seven theoretical knowledge exams, which are currently the greatest barrier to the IR for private pilots. EASA is tinkering with theoretical knowledge requirements but there will be few game-changing amendments. It is unclear whether there would be any credit for American training or hours flown.
Emmanuel Davidson of AOPA France said there were more than 10,000 European pilots holding FAA licences flying in Europe. “We have to bear in mind that if your American licence is made illegal and you have an N-registered plane, when you fly it on a European licence you will have to apply both European and FAA regulations, which would mean you can only fly in the country that has issued your licence. It will be illegal to fly, say, from France to Germany or England to Belgium. Those aircraft which have been modified to FAA STCs may not be able to go on the European register and will have to be sold, but to whom? A glut of aircraft will come onto the market, and the only place you’d be able to sell them would be America. There will be massive compensation claims against EASA and the EC.” IAOPA Senior Vice President Martin Robinson said this had been sprung on the industry at the eleventh minute of the eleventh hour, and that all assurances given by EASA and EC figures that the situation was not as dire as it seemed had proved valueless. “We are facing a firing squad which has its rifles cocked,” he said. “EASA has consulted on Part FCL, and in response to IAOPA’s specific comments on third country licences it responded with one word – ‘Noted.’ That is all. EASA sends its work as an opinion to the European Commission, which has a time frame in which to accept or reject, and the hearing for that is on the 13th and 14th October.”
IAOPA has already met with MEPs and European Commission figures and more meetings are scheduled with the aim of getting the Commission to allow more time to discuss the issue. “Our first objective is to get the EC wound up to ‘park’ the issue so the ramifications can be looked at,” Robinson said. “In the short time we have available, there is no other option. Then we have to work on how we modify the text to get a proper resolution. “There is no guarantee that the EC will listen. They could say we’ve had our chance, but we can demonstrate that our comments simply haven’t been listened to. The regulatory impact of this will be enormous, and I believe they are poorly understood, even at EASA. I cannot believe they have done a proper Regulatory Impact Assessment on FCL. If they even begin to work out how many people would be driven out of aviation by this, EASA and the EC would recoil from it.”
There is little individual AOPA members can do at this late stage to influence events. Martin Robinson said: “If you feel strongly about this you can write to Mike Smethers, Chairman of the EASA Board of Management, at the CAA in Kingsway, with a copy to your local MEP. But time is so short that we can only take emergency measures at this stage."
IAOPA will keep members informed of progress as it happens.
AVWeb.com report on the proposed rules
If you would like to contact Mr Mike Smethers, Chairman of the EASA Board of Management you can do so at the following:
Mr Michael Smethers Chairman of the EASA Board of Management |
Tel.: +44 (0)207 944 4710 Fax: +44 (0)207 944 2192 e-mail: michael_smethers@dft.gsi.gov.uk |
EASA to move against the N-register
This is worrying news for all (around 10,000) FAA registered pilots and owners of "N" registered aircraft in Europe. As of yet, it may have unknown consequences for visiting FAA pilots and aircraft to Europe.
I have reported in full, the section in the IAOPA Europe October Newsletter. A link to the original can be found at the bottom of the news article.
EASA to move against the N-register.
EASA has finally shown its hand on the issue of N-registered aircraft based in Europe, and the news is bad. The Agency intends to make it illegal for pilots domiciled in Europe to fly permanently in Europe on American licenses, which will come as a hammer blow to holders of the FAA Instrument Rating. An estimated 10,000 European pilots will have to convert to JAA or EASA licenses, by a process and at a cost that has yet to be established. In the case of the Instrument Rating, it is not clear whether any credit at all will be given for having an FAA IR when applying for a European equivalent. It will certainly mean substantial and costly additional training and the sitting of seven examinations. The number of pilots driven out of general aviation, or declining to come in, is likely to be high. IAOPA is particularly aghast at the sweeping nature of EASA’s intentions because they have nothing to do with safety. Over the decades in which the current system has pertained there have been no safety issues with oversight, with instrument flying, with maintenance or any other factor. General aviation is being sucked into a trade war involving the big beasts at Boeing and Airbus, with protectionist tactics grinding up our own GA industry in pursuit of political point-scoring.
A European pilot who obtains a licence or rating in the United States will be required to undergo as-yet unspecified validation and checking on his return, and within two years will have to have converted the FAA document to the EASA equivalent, a process which will not be straightforward or inexpensive. In the case of the Instrument Rating, EASA plans to require the applicant to study for and pass all seven written exams and undergo flight training which will probably cost tens of thousands of euros even for pilots who've been flying safely for decades on FAA IRs. While it will still be legal to own an N-registered aircraft, the market in such aircraft will shrink, with some that have been modified to FAA STC's being rendered unsaleable in Europe. Those pilots who have American PPL's but cannot attain JAR Class II medical standards will also be adversely affected. The plans, set out by EASA’s Deputy Head of Rulemaking Eric Sivel in a note to AOPA UK, confirm IAOPA’s fears that political chauvinism is taking precedence over safety and good sense. M Sivel says the proposals are stipulated in the Basic Regulation which covers everything EASA does. However, in talks with EC Transport Commissioner Daniel Calleja and others over the past five years IAOPA has been given to understand they could be flexed at the Implementing Rule stage. In its response to EASA’s consultation on the implementation of its Flight Crew Licensing proposals IAOPA pointed out that if a state has issued a licence and a medical in accordance with ICAO standards, other states should accept it without adding onerous requirements. Now, however, we are being told it is set in stone.
The end result will be that if EASA gets its way, going to America for a PPL will be pointless; but how many of those who were contemplating it will now get EASA licenses instead? Of the FAA licence and IR holders now in Europe, how many will pay the money and take the time to covert, and how many will simply walk away? And at the end of it all, what will have been gained? IAOPA Senior Vice President Martin Robinson is meeting IAOPA’s lawyers in Brussels next week to discuss options.
Original IAOPA Europe News Letter
Who is this guy?
OK, so this guy shows up to your fly-in. You have never seen him before, but he seems to know the movers and shakers at the fly-in......... and they seem to be following him everywhere. He often has a nice young lady with him whom he seems to abandon with strangers frequently, and she is often heard asking "do you know where he is?" So just who is he?
 Peter More - President 2010-12 |
Well, no doubt he will come over to you quite quickly with a big smile and introduce himself and his wife Shirley. So who is he.......... well he is a rather nice guy who for the next couple of years is going to be the captain of the IFFR flight. I am, of course, talking about Peter More, our President, and I'd like to tell you a bit More (excuse the pun!). Peter was born in Shanghai, and grew up in Hong Kong; he completed high school and earned his Electrical Engineering degree in California. He began his working career designing and building recording studios and then served as Chief Engineer for director Francis Ford Coppola’s American Zoetrope Studios. Peter later joined Altec Lansing as the Director of Asia/Pacific Operations. In 1984 he founded More Technologies, Inc., specializing in the distribution of audio equipment for television and cinema. Peter is a Paul Harris Fellow and Past President (2003-2004) of the Westwood Village Rotary Club; and he was elected Club Rotarian of the Year 2005-2006. He served as Assistant Governor for District 5280 in 2006-2008. |
He first served IFFR as its Americas SW Section Chair, then as VP of IFFR Americas and Webmaster. Peter and his wife Shirley have enjoyed IFFR events in Buenos Aires, San Antonio, Barcelona, Brisbane, Hawaii, Copenhagen, Salt Lake, Los Angeles, Birmingham and Montreal. They fly a Piper Turbo Arrow N21PM based at Santa Monica Airport.
Peter and wife Shirley have three grown children: Jeffrey, Melanie and Ian.
Lynn Miller takes office
As we reported back in August, Roy Marsden decided to hang up his headset and do a bit of sitting around the hanger for a while so a new Secretary/Treasurer was needed. Step forward Lynn Miller from Texas. Lynn has put her headset on, started up and been cleared to take off to the office of IFFR Secretary & Treasurer. (Rocky, her husband, in the left seat of course!) We asked Lynn for a brief update....
" I was born too many years ago to record in Macon, Georgia, but spent my teen years and received my nursing diploma in Florida. I joined the Air Force Nurse Corps in 1963, trained as a flight nurse in 1968, then served as a nurse recruiter until my marriage in 1969. My husband is Warren (Rocky) Miller, and we have one daughter, Tonia, who lives nearby, in Seabrook, and has accompanied us on at least one Fly-Away.
 Lynn Miller - Secretary / Treasurer |
We moved to Houston in 1972 and, after receiving a degree in history, I began a new career as director and curator of a small Texas history museum at Houston Baptist University. I retired from that position last year. I joined Rotary in 1991 and have served my club on our Board of Directors, as president, and am now in my 4th year as secretary, my favourite position. While I am the Rotarian, Rocky is the pilot in our family, and when I learned about IFFR at the Barcelona convention in 2002, I thought joining the organization would be an excellent way to get him more involved in my Rotary activities. |
It worked, and we have done every Fly-Away since, except 2006, when the Convention conflicted with a former Rotary exchange student's wedding in South Africa. However, that didn't prevent us from having a flying vacation that year, as we did a great flying safari after the wedding.
I believe IFFR to be a wonderful organization which provides one with the opportunity to make friends with delightful people all over the world. I look forward to serving as secretary and, having observed Roy Marsden with great admiration over the past few years, can only hope that I will do as well. "
Introducing Mike Graves
Mike Graves is the new IFFR Americas Section President and the next IFFR World President for 2012-2014. We thought you might like to meet Mike, so have posted a brief biography.....
DR. MICHAEL GRAVES
Michael Graves is a second generation Rotarian and one of three generations of Paul Harris Fellows. A urologic surgeon with degrees from Harvard, UCLA, he completed his residency at the University of Iowa.
A Rotarian since 1982, Graves served as Plainview’s President in 1995-96, its Polio Plus co-chaitman for successful drives in 1987 and again in 2002. He was named District 5730 Rotarian of the Year in 1991-1992.
 Dr Michael Graves |
His Rotary specialty has always been international service. As an instrument-rated multiengine pilot with 5,000 hours of flight time, Graves began flying medical and school supplies to Mexico’s District 4110 in 1990. He organized efforts to provide two ambulances to Plainview‘s sister Rotazy club in Parral, Chihuahua, Mexico Formaly South Central Section Captain for the Americas wing of the Intemational Fellowship of Flying Rotarians, Michael has piloted aircraft over six continents and spoken to Rotarians on five. Crossing the equator four times and the artic circle twice, he has flown his aircraft to visit Rotarians in South America, France, Australia, New Zealand and the farthest north Rotary club in the world, Barrow, Alaska. As a commercial glider pilot, Graves in 2006 set the Texas State Sport Class Distance to a Goal Record with a 600 km flight over three states. in 2005 he was elected president of the Caprock Soaring Club in Littlefield. TX. His children Ann (musician and high- school band director) and Christopher (musician and Texas Tech student) are pilots as well. |
Mike led our GSE team to India in 1995 and toured South African Rotary with our friendship exchange group in 1997. After his family hosted Rotary exchange students from four continents, his daughters Ann (Budapest, Hungary) and Emily (currently a law student, writer and international traveler, Buenos Aires, Argentina) each spent a year abroad as Rotary exchange students. Youngest daughter Liz, a Vassar graduate in mathematics and geology, is preparing for Episcopal seminary. Michael is a member of Self-Realization Fellowship. When not occupied with Rotary, medicine, and soaring, Michael enjoys bicycling, skiing, hiking, motorbiking, international travel, and reading.
You can email Mike at michael@mtgraves.com
New Secretary/Treasurer for Americas
The Americas Section has announces a new Secretary & Treasurer - Steve Henderson, who has taken over from Diana Livingston who after many years of sterling service to IFFR has decided to do something different for a while and walked over to the hanger at Girdwood and is helping Phil polish the aircraft.
We asked Steve for a quick introduction...........
 Steve Henderson |
Hi everyone! I grew up in Fresno, California, graduated from Cal State University Fresno in 1971 and obtained my CPA certificate in 1974. I've been married to Leslie for 41 years, and we have four children and nine grandchildren. They're all smart and good looking, by the way! I didn't start flying until 2003, but am trying to make up for lost time. I have my Seaplane license and instrument rating. I chase clouds with my 1974 Citabria 7GCAA, but only at a straight and level attitude. So far I haven’t gotten the urge to do rolls, loops and whatever else other (real) Citabria pilots do. Most recently, I attended Oshkosh Airventure for the first time last year. What a thrill to fly a four day cross country and be asked to "rock your wings" on the last approach. I was grinning like a kid at Christmas! |
I am currently Treasurer of the Rotary Club of Watsonville, District 5170 (26 years), and also Treasurer of The International Computer Users Fellowship of Rotarians, aka ICUFR.
I look forward to serving as your Secretary/Treasurer. I'll do my best to live up to the standard set by Diana. I also look forward to the opportunity to meet and fly with as many of you as possible in the near future, beginning with Long Beach in November. I hope to see you there!
Best wishes and happy flying to all.
Steve Henderson
New VP for Australasian Section
Michael Bryant has accepted the Vice Presidency for Australasian section of IFFR.
A quick introduction from Michael....
 Michael Bryany and his WIfe Sheryl |
I am married Sheryl who is as passionate about nursing as I am about aviation. We have three adult sons. How did I make a start into aviation? I was fascinated by aircraft from an early age and as a seven year old built many rubber band model aircraft. My Private Pilot's licence was gained at the age of age 19 but it wasn't until I was 45 years old that I extended this to a Commercial Pilot's licence. I became a flight instructor and in 1989 purchased a small aviation business which now has grown to a staff of 20 with 13 aircraft. The main aspect involves flight training our students to Commercial Pilot status with a portion being international students. It is a very satisfying experience to take a new student and train them to Commercial Pilot standard and see them grow in confidence and succeed in the aviation industry. |
We live in the lower part of the North Island, New Zealand near the city of Palmerston North; a university city which is surrounded by a prosperous farming area.
I first joined IFFR 15 years ago and in that time have thoroughly enjoyed the fellowship the IFFR provides. I look forward to my term as vice president of the Australasian region.
Michael Bryant
IFFR Vice President Australasian Region
Webmasters: past and present
 Peter More and Simon P Barlow |
World President Peter More and Simon P Barlow at the UK Section meeting on the Isle of Wight. Peter announced handing over the custodianship of the IFFR web site at the meeting.
When asked about the photo Simon said "I think that this was taken as the President, forced ..... entrapped ......bribed...... persuaded me to take on the post of being webmaster again".
He also went on to say " I think that this photo also proves it doesn't always rain in the UK"
So, there we have it, the full story of how the webmasters changed in 2010. (click on the photo to see it in wide screen cinemascope)
Photo courtesy of PWP Feroz Wadia.
New Secretary for IFFR
After many years of outstanding service as secretary, Roy Marsden decided he wanted to taxi to the hanger and hang up his headset for a while. So we have a new secretary putting on her headset and taxing out - Lynn Miller from Texas. A short introduction from Lynn will be posted soon, but in the mean time you can contact her at secretary@iffr.org
You can still contact Roy on his usual email address - roymarsden@iffr.org ......(of course you may need to shout as his headset will be in the hanger!)
Americas Section AGM
Americas Section of IFFR Announces Annual Western Hemisphere Meeting in Long Beach, California in coordination with AOPA annual convention
The AOPA meeting begins at the Long Beach Convention Centre early on Thursday 11th November 2010 and concludes with on optional dinner-dance and fundraiser on the Queen Mary Saturday evening.
We will fly into Long Beach International Airport (KLGB) on Wednesday 10th November 2010 and take the AOPA shuttle to the Long Beach Convention Centre. We have a limited number of rooms at The Varden Hotel available.
The Varden provides free wireless internet, complimentary wine tasting and snacks each evening and complimentary continental breakfast each morning. It is ten minute walk north of the Convention Centre at 335 Pacific Avenue. Room rates at the Varden begin at $109 per night; reservations may be made by calling 562 432 8950 and identifying yourself as IFFR; explore this boutique hotel online, and reserve online at thevardenhotel.com. Reserve today to stay here.
We have an alternative for housing for those who insist on staying across the street from the Convention Centre and near the waterfront. The Avia Hotel Long Beach (285 Bay Street) will provide IFFR members a $149 group rate for a room. They can be called at 562 436 1047.
Our annual meeting will be held in or very near to the Convention Centre at 10:30AM (local) Friday 12th November, with our special speaker and luncheon at noon. This is an official makeup Rotary meeting for us Rotarian pilots!
Questions may be directed to me at michael@mtgraves.com.
Mike Graves, IFFR #L37, Vice President, Americas Section
IFFR on the internet
While searching for something else, I came across the web site of RGHF.... or "Rotary Global History Fellowship". These are Rotarians dedicated to documenting the history of fellowships within Rotary. Their mission statement " Seeking to serve Rotarians, present and future, by preserving the global history of Rotary"
IFFR has a page.... http://www.rotaryfirst100.org/philosophy/fellowship/fellowships/iffr.htm
Welcome to the new look web site
This is the new look IFFR.org web site. Many of the familiar links are here and some have changed but all the original information is still here.... somewhere!
The original web site had some limitations, and on looking at a massive rewrite of the code to bring it up to date or starting again from scratch, it became obvious that a fresh start was the way forward. I hope you like the new look web site and I'd like to have your feedback.
