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communications and navigation systems, so requirements for such things as Traffic Alert and Collision Avoidance Systems, Mode-S surveillance, and data link are not a problem.
But much as EBAA welcomes techno¬logical change, the lobby group fears "inflexible and tight deadlines" to fit expensive technical equipment. Azua says it can take ten years to develop new systems that must be fitted in a short time to meet compliance dates. As a result, the industry, which claims
it is always the last to be consulted by 0riginal Equipment Manufacturers about new technology, is asking the EC for as¬sistance in meeting requirements.
 
welcomes
technological
change, the
lobby group fears
"inflexible and
tight deadlines"
to fit expensive
technical
equipment
 
EUR0C0NTR0L / EBAA / IA0PA 2009 51
 
EMISSI0NS TRADING SCHEME
Another area in which business aircraft are at the leading edge in Europe is their environmental performance. "They are among the smallest 'emitters' with the most modern fleets," according to EBAA Chief Executive, Eric Mandemaker. Furthermore, Azua adds, "While such operators understand the principle of in
tegrated environmental guidelines for the whole region, they see an inconsistency in the freedom of individual European states like France, Netherlands and the United
Kingdom to impose their own taxes."
EBAA was very disappointed, to say the least, that corporate aircraft operators were included in the European Emissions Trading Scheme (ETS) in 2008 despite operations that, each year on average, emit less than 1,000 tonnes of carbon-dioxide. This is just one-tenth of the minimum threshold set for equivalent commercial operators. The group unsuc¬cessfully proposed an alternative means of compliance that it hoped would enable operators to meet environmental respon¬sibilities as efficiently as possible.
Mandemaker characterised ETS inclu¬sion of Business Aviation as "potentially devastating; not only does it fail to ac¬commodate our earlier proposal, but it has created a level of unfair competition within Europe, especially with regard to foreign operators."
SAFETY IN THE AIR
Ironically, although a key argument for Business Aviation is greater passenger security, the industry must meet the same security requirements as other sec¬tors. EBAA is concerned that the different nature of Business Aviation operations
is not understood by regulators. While commercial carriers must board all ticket holders (unless they are a known threat) and must deny them the means to inflict
harm, corporate-aircraft occupants are known to the booking agent and opera¬tor before boarding, according
to Mandemaker.
He acknowledges that while business aircraft cannot be fitted with a secure cockpit door, and do carry accessible hold baggage and crash axes and other potential 'weapons', safety is best as¬sured by "restricting those that board the aircraft, rather than by attempting to prevent a terrorist act in flight," says Mandemaker.
Use of separate fixed-base operations facilities or small airports makes different security measures practicable, argues EBAA, which has proposed simplified passenger screening. Seeking "genuine and continuous improvement" in ATM performance, EBAA, ERA, and IACA cite four other areas in which they believe EC airspace proposals can be strengthened. They say: the "natural monopoly" of ATM service provision must be more perfor¬mance-driven, subject to impartial trans¬parent review, and without cross-subsidy between en-route and terminal services; some integrated services should be "un¬bundled" and subject to competition; SES projects should not be financed by users until related services are available; and airspace users should have a stronger role in ATM network management.
　
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(19)