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DRAFT IAOPA (EUR) POLICY DOCUMENTS
ISSUED BY THE EUROPEAN REGION OF THE INTERNATIONAL COUNCIL
OF AIRCRAFT OWNER AND PILOT ASSOCIATIONS - IAOPA(EUR)
No. 1 19 April 2004
FORMULATION OF IAOPA (EUR) POLICIES
Whereas: the major strength of an Association lies in the
size of its membership in that
the larger the membership the more effective it can be when
dealing with the issues affecting the Association; and
Whereas: the collective strength of the national AOPAs on
a regional or world-wide basis lies in their multi national
agreement on common policies; and
Whereas: it is essential that the European national AOPAs
adopt a common policy on a
number of issues affecting General Aviation and Aerial Work
Operations in Europe; and
Whereas: to achieve harmonisation and common policies on
individual issues by the AOPA Groups in the European Region;
therefore
IAOPA (EUR) at its 110th Regional Meeting, Resolves:to formally
agree such common policies by implementing a voting system
to be enacted at Regional Meetings on a majority basis. A
Policy Decision would be carried on a two thirds voting majority.
- Normally 6 months would be the minimum time between presenting
a draft Policy Document to delegates before a final Policy
Decision is made, or, in exceptional circumstances for expediency,
could be sent out by e-mail (at least 14 days in advance).
- Draft Policy Documentation would be the responsibility
of the Steering
Committee / Technical Affairs Team / Co-ordinator of IAOPA(EUR).
- Voting would be on the basis of one vote per national
AOPA.
- Proxy votes would be admissible, with one proxy vote per
national AOPA. However, the Chairman of the Regional Meeting
may carry more than one proxy vote for absent national AOPAs.
No. 2 19 April 2004
AIRSPACE AND AIRPORTS
Whereas: the International Council of Aircraft Owner and
Pilot Associations considers that General Aviation and Aerial
Work Operations are of equal importance as those of the Commercial
Air Transport sector in terms of economic and social impact;
and
Whereas in order that the European Regional Community continues
to derive benefits from General Aviation and Aerial Work Operations,
reasonable access to European airports must be maintained;
and
Whereas: by the year 2015 aircraft movements in Europe are
forecast to double and few (if any) new airports will become
available before that time; therefore
IAOPA (EUR) at its 110th Regional Meeting, Resolves: that
in order to achieve the vital requirements for General Aviation
and Aerial Work Operations, without detriment to the Commercial
Air Transport Operations the following proposals must be implemented:
AIRSPACE CONSIDERATIONS
Controlled airspace should be the minimum amount needed to
support Commercial Air Transport Operations (as stated in
ICAO Annex 2). However, there must be a reasonable volume
of Commercial Air Transport Operations to support the need
for controlled airspace. We expect this principle to be accepted
within the European Single Sky.
IAOPA(EUR) supports the application of the ICAO classification
of airspace but would wish to see unified application of services
throughout all the airspace of ICAO Member States, but specifically
within he European Single Sky. There is a need for the correct
capacity levels within the Air Traffic Service provider to
support General Aviation and Aerial Work's access requirements.
AIRPORTS/AERODROMES
As some airports are becoming saturated with Commercial Transport
Operations, there is greater pressure on General Aviation
and Aerial Work activities. Airport managers use economic
instruments as a means to reduce General Aviation and Aerial
Work activities. This is unacceptable to IAOPA(EUR) because
many of the airports are equipped with navigation aids and
ILS, both of which are needed by General Aviation and Aerial
Work Operations for access and training. We urge airport operators
to have specific areas for General Aviation and Aerial Work
and to remove their decision for mandatory handling.
Small aerodromes are usually less well equipped, and are
often situated in rural areas; they are vitally important
as they offer access to the region. However, the main problems
for small aerodromes are the operational restrictions (i.e.
planning, movements, hours of operation, etc.) that are imposed
by the authorities. Authorities should be made aware of the
benefits that are derived from General Aviation and Aerial
Work activities to the community.
No. 3 19 April 2004
EUROPEAN VFR AND IFR OPERATING PROCEDURES
Whereas: Europe is comprised of a large number of different
States with different operational rules and regulations; and
Whereas: pilots operating throughout the European airspace
system
must meet the highest possible level of aviation safety; and
Whereas: in order to meet this level of safety it is vital
for pilots to know
and understand the VFR and IFR procedures in finite detail;
and
Whereas: performance is greatly affected by differences in
these, which vary from State to State; therefore
IAOPA(EUR) at its 110th Regional Meeting, Resolves: to urge
that all responsible Authorities make every effort to harmonise
respectively the VFR and IFR operating procedures throughout
the European Region by inter alia supporting the Single European
Sky.
No. 4 19 April 2004
FUTURE EUROPEAN AIRSPACE AND INFRASTRUCTURE POLICY
Whereas: the upper airspace of the Member States of the European
Union is now one continuous airspace under the term "Single
European Sky"; and
Whereas: the Single European Sky is expected in future to
include also the lower airspace; and
Whereas: the concept of the Single European Sky is expected
to include also the larger airspace of other ECAC Member States;
and
Whereas: IAOPA (EUR) considers the creation of the Single
European Sky and the regulations governing its use as a vital
first step towards a better utilisation of the airspace for
all its users; and
Whereas: acquiring all benefits from the full potentials
of the Single European Sky require a corresponding rationalisation
of the infrastructure that provides the services in the Single
European Sky; and
Whereas: Eurocontrol and its Member States have essentially
so far aimed at harmonising and integrating infrastructure
without obtaining rationalisation of the infrastructure; therefore
IAOPA (EUR) at its 110th Regional Meeting, Resolves: to support
any development that enhances the effective use of the Single
European Sky without discrimination of any user group; and
to urge the European Commission to take without delay the
necessary action that will force the rationalisation of the
ground and air infrastructure, including its organisational
elements.
No. 5 19 April 2004
GOVERNMENTAL AND PUBLIC AWARENESS OF GENERAL AVIATION
& AERIAL WORK
Whereas: every effort must be made to direct the attention
of governments, Civil Aviation Administrations, national air
traffic service managements and the general public to the
important contribution of General Aviation and Aerial Work
Operations for the economic and social benefit of all European
people; and
Whereas: Parliamentarians must be kept informed of the benefits
which General Aviation and Aerial Work operations bring to
their constituents; and
Whereas: consultations must be vigorously pursued with environmentalist
groups so that they can be educated as to the value of General
Aviation and Aerial Work Operations; and
Whereas: contacts must be established with national and local
planning authorities to acquaint them with the needs, benefits
and value of airports and
smaller aerodromes; and
Whereas: schemes enabling people to fly who have the ability
to influence General Aviation and Aerial Work's initiatives
should be supported by the Association's members: fly a teacher;
fly a controller; fly a reporter or politician: therefore
IAOPA(EUR) at its 110th Regional Meeting, Resolves: to make
greater efforts to achieve better awareness of General Aviation
and Aerial Work Operations and their contribution to the economic,
social and industrial development, including tourism, of Europe.
Use should be made of mass media - TV, newspapers, radio -
and the national AOPAs' publications and web sites. (see:
www.iaopa-eur.org)
No. 6 19 April 2004
AOPA RECIPROCAL BENEFITS
Whereas: the European national AOPAs are an integral part
of the
International Council of Aircraft Owner and Pilot Associations,
(IAOPA); and
Whereas: IAOPA has created a uniform bond of fellowship between
pilots
and aircraft owners/operators whose interests lie within the
General Aviation and Aerial Work sectors; and
Whereas: this international cohesion of aviation interests
creates a greater
strength of purpose and Association visibility for the activities
of
individual national AOPAs world wide; and
Whereas: it is of the utmost importance that AOPA members
recognize the value of Association membership and its personal
benefits; therefore
IAOPA (EUR) at its 110th Regional Meeting, Resolves: IAOPA(EUR)
should, where practical and financially possible, give any
member of any other national AOPA assistance when they are
planning to fly in other national AOPA's airspace.
No. 7 19 April 2004
IAOPA (EUR) REPRESENTATION
Whereas: the IAOPA is recognized by the Council of ICAO as
being a
permanent participant on a continuous basis to the European
Air Navigation Planning Group (EANPG) and its Working Groups;
and
Whereas: it is vital for the interests of General Aviation
and Aerial Work Operations that IAOPA continues to be recognized
in this right by the ICAO Council; and
Whereas IAOPA (EUR) wants to ensure adequate representation
at European level; and
Whereas IAOPA (EUR) has limited resources; therefore
IAOPA(EUR) at its 110th Regional Meeting, Resolves: to ensure
that only delegates that have been approved by the Technical
Affairs Team and/or Co-ordinator shall attend international
meetings representing IAOPA(EUR) and they shall ideally be:
- skilled in negotiations at international level;
- prepared to participate on a continuity basis at each
meeting of the specific working group/committee which IAOPA(EUR)
has authorized them to attend;
- an expert on the subject matter being discussed;
- capable of constructing suitable working papers and information
papers for the purpose of representing IAOPA(EUR) interests
at international meetings;
- available to liaise and be briefed where necessary by
the IAOPA(EUR) Co-ordinator; and
- prepared to complete reports in a timely manner for documentation
for distribution to the national European AOPAs and attend
Regional Meetings when considered necessary, to discuss
matters of policy concerning their specific functions.
No. 8 19 April 2004
THE ROLES OF NATIONAL AOPAs AND IAOPA WITHIN THE EUROPEAN
REGION
Whereas: it is important for all AOPAs to understand and abide
by the working structure which exists between national AOPAs
and their International Council of Aircraft Owner and Pilot
Associations; and
Whereas: to operate effectively and efficiently for the benefit
of General Aviation and Aerial Work Operations in the European
Region; and
In order to: give guidance to national AOPAs and IAOPA (EUR)
so that the interrelationship between their respective tasks
is clarified; therefore
IAOPA(EUR) at its 110th Regional Meeting, Resolves: to accept
the following as a working arrangement between the national
European AOPAs and those of IAOPA(EUR):
1. The role of national AOPAs is to further the interests
of pilots and aircraft owners/
operators who are involved in General Aviation and Aerial
Work Operations in their
own State.
2. To work together with other Organisations representing
General Aviation and Aerial Work in their States in order
to co-operate with their national Authorities.
3. The primary role of IAOPA (EUR) is to act on behalf of
all national AOPAs at
international level by attendance at those international meetings
in which matters
concerning General Aviation or Aerial Work Operations are
discussed and to be able
to influence the other organisations and parties involved.
4. A secondary task of IAOPA(EUR) is to intervene, when
requested by the national
AOPA, in situations where its intervention at national level
is considered to be
helpful to the role of the particular AOPA and/or other national
AOPAs.
IAOPA(EUR) at its 110th Regional Meeting, further Resolves:
that in order to support changes in regulations/requirements
the following need to be provided:
Regulations clearly indicating the needs behind a new proposal
which should be
supported with factual data.
- Where appropriate - a Regulatory Impact Assessment.
- Segmented Cost/Benefit Studies that demonstrate clearly
the cost of an issue to General Aviation and Aerial Work
as well as the benefit derived from the proposal.
No. 9 19 April 2004
AERODROME AND AIRCRAFT SECURITY
Whereas: IAOPA is mainly concerned with aircraft operations
below 10 tonnes operating from flying sites other than those
aerodromes that have the facilities to screen crew members,
passengers and baggage and as there is an existing EU Regulation
covering the above 10 tonne operation, we are concerned solely
with the less than 10 tonne aircraft; and
Whereas: it is important to recognise that there is a difference
between air carrier operations and General Aviation and Aerial
Work Operations because of the changes made to ICAO Annex
17 (amendment 10) Security. The amendment incorporates a number
of changes that respond to Assembly Resolution A33-1 in turn
generated by the events of September 11, 2001 terrorist attacks
in the United States. In general, the changes to Annex 17
provide increased guidance to member states; and
Whereas: Annex 17 was designed for scheduled Commercial Air
Transport Operations as the specific measures provided are
designed to accommodate air carrier operations i.e. 'unauthorised
persons entering flight crew compartments' and 'hold baggage';
and
Whereas: to impose ICAO Annex 17 requirements on General
Aviation and Aerial Work operations would prove to be financially
and administratively difficult. Passenger screening devices
and airport ramp access restrictions will severely restrict
the flow of General Aviation and Aerial Work Operations or
prove to be prohibitively expensive; and
Whereas: The ICAO Annexes do recognise the difference between
Commercial Air Transport and General Aviation and Aerial Work
Operations through a number of ways:
- Annex 6 - operation of aircraft is divided into three
separate parts.
International Commercial Air Transport Aeroplanes; International
General Aviation Aeroplanes; and International Operations
- Helicopters.
- Annex 9 - Facilitation provides recommended practices
for General Aviation, such as parking and servicing.
- Annex 1 - Personnel Licensing provides a natural division
between various pilot licences and medical certification
levels.
General Aviation and Aerial Work Operations are sufficiently
different
from Commercial Air Transport operations to warrant separate
security
measures; therefore
IAOPA(EUR) at its 110th Regional Meeting, Resolves:
That the World Assembly Resolution 21/5 meets the needs of
the European Region
IAOPA World Assembly Resolution 21/5
General Aviation/Aerial Work Security Measures/Threat Assessment
Whereas: the International Council of Aircraft Owner and
Pilot Associations (IAOPA) Secretariat conducted a general
aviation/aerial work threat assessment, which considered general
aviation aircraft of less than 5700 kg. maximum takeoff mass
(MTOM) and aerial work aircraft of all sizes. The International
Business Aviation Council has conducted a separate large general
aviation aircraft assessment.
The IAOPA study assessed the risk of general aviation/aerial
work aircraft being used in terrorist attacks. It also included
an assessment of the reduction of risk achievable by implementing
security practices to prevent purchase or lease by terrorists,
theft, commandeering, and hijacking of general aviation/aerial
work aircraft.
This study is actually a risk assessment that combines the
results of a threat assessment (interest and the ability to
conduct attacks) and a vulnerability assessment (the relative
ease or difficulty of conducting attacks successfully). It
primarily addresses the possibility of general aviation/aerial
work aircraft being used by terrorists as a means to conduct:
- Attacks on skyscrapers, buildings of political significance
such as Houses of Parliament, residences of chiefs of state,
and embassies, or large crowds.
- Assassinations of individuals, or attacks on relatively
small groups of VIPs (such as the gathering at the United
States Capitol for a Presidential Inauguration).
- Delivery of chemical or biological agents.
- The risk assessment examines the likelihood of general
aviation/aerial work aircraft being used in terrorist attacks
as a function of their:
- Suitability as missiles or means of delivering weapons
of mass destruction (chemical or biological agents)
- Ease of operation (or the level of skill needed to fly
them)
- Ubiquity and availability to terrorists through purchase,
lease, hijacking, or theft
- Proximity to likely targets.
The three principal scenarios were examined in detail and
subjected to a cumulative probability analysis of their potential
for success. Due to the numerous and successively dependent
steps required to accomplish the terrorist acts, the resulting
probabilities were quite low, all with less than a 5 percent
level of success predicted. While the probabilities for success
were all quite low, the threat from large fire suppression
and agricultural aircraft (aerial work) were significantly
higher than general aviation aircraft, given their load carrying
capability. The study concludes that:
- Threat is not globally uniform and is generally low.
- Vulnerability in nations with large numbers of general
aviation/aerial work aircraft, and in the absence of security
precautions, is moderate to high.
- For terrorists contemplating an attack using explosives,
the disadvantages of general aviation/aerial work aircraft,
compared to other means of delivery, such as cars and trucks,
very probably outweigh the advantages.
- Because large fire suppression and agricultural aircraft
are potentially more hazardous, these categories of aerial
work aircraft need more stringent protection and monitoring
than general aviation and smaller aerial work aircraft.
- Effective security precautions, which require actions
by government security agencies, aircraft owners, pilots,
and the operators of flight schools and airfields, are not
difficult to implement. In the United States, aircraft owners
and operators have in the last decade voluntarily adopted
precautions to prevent theft of aircraft with dramatic effectiveness.
These precautions are also effective in reducing vulnerability
to the use of general aviation/aerial work aircraft by terrorists.
If government security agencies, as well as aircraft owners,
pilots and operators, implement these security precautions,
the risk of terrorists using general aviation/aerial work
aircraft will be low; and
Recommended Mitigating Factors
Whereas: the study noted that general aviation was faced
with a rash of aircraft thefts for use in transporting illegal
drugs along the Southern border of the U.S. in the early 1990s.
Greater attention to securing aircraft, installation of anti-theft
devices and increased security awareness at landing sites
were instrumental in reducing aircraft thefts 70 percent by
the end of the 1990s. Based on these successes, the study
states that security measures can be instituted to maintain
the threat/risk profile for general aviation/aerial work at
a minimum. Included are:
Governments should:
- Provide names/descriptions of persons known or suspected
to be associated with terrorist organizations to the operators
of flight schools with the intent of denying these individuals
of service
- Develop lists of characteristics (profiles) of persons
who are also to be denied training and reported
- Maintain accurate registries of airmen and aircraft owners,
check the registries against the databases of national security
agencies, investigate questionable individuals and, when
appropriate, revoke their licenses
- Require airmen to possess valid, counterfeit-proof licenses
and identity media
- Maintain, and distribute appropriately, descriptions of
all stolen aircraft
- Staff a center or centers to receive reports of stolen
aircraft and relevant general aviation/aerial work incidents
and direct immediate response by security agencies.
Owners and operators of general aviation/aerial work aircraft
should:
- Take appropriate steps to prevent the theft of their aircraft
by locking the cabin and using anti-theft devices, as needed
- Verify the identity of an individual seeking pilot training,
renting or purchasing an aircraft by checking a government-issued
photo identification card
- Verify the identity of all passengers, and ensure that
those passengers know what is in their baggage and cargo
- Be on the lookout for any suspicious activity on or near
a landing site, and reporting that activity to the appropriate
authorities.
Landing site operators should:
- install signs on the airport warning against tampering
with or unauthorized use of aircraft
- Conduct a security threat assessment of the landing site
and take appropriate steps to correct deficiencies
- Work with local law enforcement personnel to secure and
patrol the airport
- Separate general aviation and airline passengers using
physical barriers and/or security procedures without additional
cost; therefore
IAOPA, at its 21st World Assembly, resolves:
to urge State regulatory authorities with security problems
to:
- Note the contents of this paper
- Implement the mitigating factors listed herein, as applicable
- Consult with various categories of general aviation/aerial
work users prior to taking action.
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