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authorities with widely divergent viewpoints and levels
of susceptibility to anti-aviation pressures"
of the International Aircraft Owners and Pilots Association (IAOPA), says: "All these problems are interlinked. The boom
in low-cost airline travel has brought commercial air transport to provincial airports, some of which subsidise airlines to put travellers in their shops and car parks. They have little interest in the GA aircraft that used to be their bread-and-butter."
Robinson continues: "The European Commission's introduction of 'mandatory handling' at airports used by commercial air transport has been used to demand extortionate fees from GA aircraft, driving them away. IFR (Instrument Flight Rules) traffic is subjected to high charges for using approach aids, leading to 'scud running' and ad hoc GPS approaches that compromise safety.
"The airlines demand protected airspace in order to reach these airports, so controlled airspace has a significant commercial value to airports — but GA operators who use it today can be barred from it tomorrow, without compensation or any guarantee of access. Furthermore, commercial jets are increasingly flying
in Class G airspace, which used to be solely the province of GA, and the risk of conflict is increased."
In short, Robinson concludes: "The importance of a viable network of GA airfields cannot be overstated, yet most GA airfields are the responsibility of local authorities with widely divergent
Getting around
becomes a tortuous
process that can
sometimes take a
GA aircraft far out
of its way, leading
to excessive cost
and increased
negative impact on
the environment
viewpoints and levels of susceptibility to anti-aviation pressures. Local issues and demand for housing has caused the loss of dozens of important flying sites."
SESAR IMPLICATI0NS
Will GA be a net loser in the Single European Sky ATM Research (SESAR) programme — the future airspace and airport infrastructure in Europe? Ques¬tions remain to be answered about GA's access to Functional Airspace Blocks, which are designed to ease the passage of airliners, and SESAR will certainly call for new equipment, the cost of which cannot always, if ever, be passed on by GA to passengers. Current demands for Mode S transponders will cost European GA more than €200 million, but it is
not clear what benefit will accrue to those who have to pay. Robinson points out: "In the Netherlands, the Mode S mandate has been accompanied by the expansion of controlled airspace. So the argument that Mode S will allow GA increased freedom of movement seems to be somewhat questionable. To add insult to injury, GA owners must pay a 'minor modification' fee of about €500 per aircraft to EASA (European Aviation
Safety Agency) for permission to do what we are being ordered to do."
As far as radios are concerned, many of the current generation of pilots learned to fl y on aircraft whose radios had 0.5MHz spacing. When 0.25MHz spacing was introduced, those radios had to be scrapped and replaced. A few years later, legislation required all radios to be FM immune, so the new 0.25MHz radios had to be scrapped. Today, there are plans to mandate 8.33kHz spacing for GA, so FM-immune radios need to be replaced. However, GA pilots need to know if they will be required to equip with digital radios with data uplinks,
as these will supersede most voice
communications. Robinson points out, however, that he does not see the need for 8.33 kHz spacing at low level as many 0.25MHz frequencies are unused, perhaps even enough to cover any foreseeable requirement. 0ne solution could be to replace the 27 frequency allocation offices in Europe with a more efficient modus operandi, particularly as governments are now looking at spec¬trum pricing as a way of making industry pay for inefficiencies over which it has no control.
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本文链接地址：
EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(21)
