EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(56)

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"Most of these highly-capable planes are operated in Europe on the Ameri¬can register by pilots with FAA licences, largely because the European instru¬ment rating is extremely difficult for
a non-professional pilot to acquire. It requires a body of theoretical knowl¬edge, which takes about a year's study to absorb, and most of it is useless to the GA pilot — it asks questions about the number of megaphones required on a 747, the number of fire axes needed on a
 
Concorde, the theory of turbine engines or point-of-no-return calculations for a DC-10 crossing the Atlantic. The FAA-rating is a more difficult practical test of flying ability and skill, but the theory is relevant. Europe needs to move towards that example if it wants to win the busi¬ness back."
As with every other facet of avia¬tion, business operators caution that the current financial uncertainty throws everything back into the melting pot. In the longer term, the expansion is expected to resume, with the European
Business Aviation Association looking for an upturn in 2010.
 
118 EUR0C0NTR0L / EBAA / IA0PA 2009
 

 
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Safe and affordable
technological solutions
Do the benefits of new equipment for General and Business Aviation operators justify the costs? Edward Downs looks at the issues
 
While it is undeniable that the Single European Sky (SES) will bring significantly increased levels of safety and sorely-needed extra capacity to the Air Traffic Management (ATM) system, will the financial burden on General Aviation (GA) and Business Aviation (BA) be difficult to justify in terms of avionic equipment cost versus benefit to operations?
The recently completed Single European Sky ATM Research (SESAR) Definition Phase has provided clear guidance regarding
the required technological implementa¬tions for all stakeholders. Moreover, the SESAR Master Plan outlines a deployment roadmap that divides the full spectrum of stakeholder systems and infrastructure into nine categories, the first of which relates to the 'user' and covers all air operators, including Air Transport (AT), Visual Flight Rules (VFR) GA, Instrument Flight Rules (IFR) GA, military and state aviation and Unmanned Aerial Vehicle (UAV) operators. While the roadmap for AT is necessarily complex, encompassing fi ve 'Capabil
ity Levels' to be implemented between now and 2025, those for VFR/IFR GA, are relatively simple. Significantly, much of the mandated technology is already in place.
For VFR-only GA operators, operating in uncontrolled airspace, the only require¬ment is for Automatic Dependent Surveil-
 
lance-Broadcast (ADS-B), using a low-cost system similar to a Universal Access Transceiver (UAT), due to be developed by 2011. For recreational GA operators,
currently considering their options regard¬ing equipment acquisition in response to recent regulatory action concerning Mode S Transponder carriage for VFR flights, this will be unwelcome. However, it is a fact that without this capability integrated
into GA aircraft, large swathes of hitherto unrestricted airspace will become off-limits, since mutual visibility is core to the enhancement of safety within the SES.
 
The SESAR
Definition Phase
has provided clear
guidance regarding
the required
technological
implementations
for all stakeholders
 
H0W MUCH WILL IT C0ST ?
　
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