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TRANSATLANTIC FLIGHTS
0f course, Business Aviation is not restricted to Europe. 0perations provide secure transport between regions and continents, for which ease of access, communication, and security are funda¬mental corporate requirements. A major problem is access to the USA: "It is the most difficult country to enter, an abso¬lute nightmare much worse than China, Russia, or Mongolia," says Azua.
He emphasises the contrast between west- and eastbound transatlantic opera¬tions. It takes up to 40 days to prepare for a US flight from Europe, but only a few hours — a day at the most — coming to Europe. It is much easier to have a US operator fl y to Europe to pick up a pas¬senger, especially for 'no notice' flights that otherwise are nearly impossible.
EBAA wants reciprocal security arrange¬ments between the two regions, provi¬sion of advanced passenger information to replace waiver procedures, and a re¬duced volume of information required by the USA about non-commercial travellers. EBAA does not want special treatment. It merely wants a level playing field.
 
Follow the green
 
 
 
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The GA
perspective
Pat Malone talks to IA0PA's Senior Vice President for the European region,
Martin Robinson, about creating a level playing field for General Aviation in Europe
 
The European Com¬mission's (EC) review of General Aviation (GA), instigated by Air Transport Commissioner Daniel Calleja in 2007, is seen as a vital step towards a wider un¬derstanding of an industry that has long felt aggrieved at its treatment by regula¬tors, governments and the commercial aviation sector.
GA believes it has been subjected to legislation designed for airlines and that insufficient regard is paid to the manifest differences between a jumbo jet and
a small training aircraft. Costs, taxes and requirements have been squeezed into 'one size fits all' regulatory pack¬ages that have stifled activity, while GA in the United States, operating under a less onerous regime, attracts revenue
from Europeans who could otherwise be investing at home.
The EC's review will begin to answer fundamental questions about GA: what it is, what it needs, and what it is worth. Data is scarce — it is believed there are about 50,000 GA aircraft in Europe operating from some 5,000 airfields, ten times as many as are served by airlines. Its value can only be guessed at, although a survey in the UK in 2004 indi¬cated it was worth £1.4 billion annually and employed 11,500 people there. It is hugely diverse, encompassing every¬thing from balloons and hang gliders
to helicopters and business jets, but its largest single segment is flight training,
providing the pilots the airlines will need in the future.
GA's problems are many — shrinking airspace; reduced access to airports; rising insurance, fuel and operating costs; taxes and fees; as well as onerous and sometimes unnecessary regulation. Martin Robinson, Senior Vice President
 
 
"The importance of a viable network of GA airfields cannot be
overstated, yet most GA airfields are the responsibility of local
　
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(20)