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"A major segment of our constituents is particularly concerned with the effect that these new systems may have on
VFR operations in or near major terminal areas. The amount of closely controlled airspace needed to accommodate more flexible IFR arrivals and departures threat¬ens to eliminate large amounts of Class-E and Class-G airspace. Doing so would reduce the efficiency and, potentially, safety of VFR operations. ADS-B (Automat¬ic Dependent Surveillance-Broadcast) will likely be required for all aircraft operating in or near major IFR traffic flows, yet this device provides little advantage to our operations. Similarly, 8.33MHz communi¬cations spacing, Precision Area Navigation, enhanced Mode S, DME/DME (Distance Measuring Equipment) and other required equipment offer little value to our mem¬bers. Therefore, minimising this type of
required equipment for General Aviation operations would be appreciated," Robin¬son continues.
GA is short-range and a comparison of accident rates with the viable alternatives of motorway and rail travel is useful. In Europe, rates are variable, but on average, motorway travel suffers 7.5 fatalities per billion passenger kilometres travelled and the rate for rail travellers is around 0.9 fatalities per billion passenger kilometres. Internationally accepted figures are hard to come by, but according to the Septem¬ber 2007 Business Aviation Safety Strategy, published by the International Business Aviation Council, extrapolated figures per 100,000 departures show that between 2001 and 2005, 12,582,108 owner-operated flights recorded 128 accidents
with 147 fatalities. The total accident rate was 1.02 and the fatal accident rate 0.37. Meanwhile, of 7,272,523 commer¬cial (air taxi), departures there were 317 accidents, 95 of them fatal, giving a total accident rate of 4.46 and a fatal accident rate of 1.31. At the same time there were 12,234,674 corporate flights with 41 ac¬cidents, ten of them fatal, giving a total accident rate of 0.33 and a fatal accident rate of 0.08.
THE IMPACT 0F SESAR
IA0PA is part of the consortium that has successfully completed the first phase of Single European Sky ATM Research (SESAR), the European ATM project. It represented European GA in SESAR with an investment into the project of 28
A comparison of
accident rates
with the viable
alternatives of
motorway and rail
travel is useful
man-months funded by the European Commission and EUR0C0NTR0L — new for such projects — with the help of Dan¬ish consulting company SCANAVIA. IA0PA considers its involvement in the defini¬tion phase of the European Commission's project to develop a master plan for a uniform Air Traffic Control (ATC) system
in Europe was vital because, as Robinson admits: "General Aviation risks being
cut out of airspace planning by airlines, service providers and national authori¬ties unless it is fighting its corner at the decision-making level."
But what does SESAR give GA ? Accord¬ing to Robinson, this sector is somewhat negatively affected by the fragmented planning and control of ATC in Europe. In his opinion, equipment programmes (as for instance mode S) are not clearly co¬ordinated enough to secure benefits and increase system performance. IA0PA, he says, is very pleased that SESAR will make a substantial contribution to overcoming these shortcomings and that it also con¬sidered the needs of GA in its 'Concept of 0perations'. The major concerns be¬ing: continued access to all airspace; the supply of traffic and weather informa¬tion; and access to information that, as of yet, has only been made available to large airplanes. Robinson agrees that it was positive that these problems were pinpointed and that now solutions are being sought. 0ne idea would be that the beneficiaries financially compensate the disadvantaged: "What may be good for Airbus and Boeing aircraft may not be so good for smaller aircraft, like the Cessnas or Diamonds. 0ne size just doesn't fit all."
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EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(34)
