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Robinson adds: "Regulation should never be imposed regardless of cost." The EASA-mandated 'Part M' main¬tenance requirements, now being introduced, have led to some engineers across Europe introducing an annual fee of up to €3,000 per aircraft to pay for the new bureaucracy. 'Part M' could also result in some relatively small companies needing up to two extra staff to cope with the added administration.
ACCESS IS VITAL
The bulk of GA needs unfettered access to airspace and airports, without which its pilots cannot fly. But, some 65 to 70 per cent of Europe's airspace is now
controlled and connectivity is an increas¬ing problem as GA aircraft are squeezed below 2,500ft around London and below 1,200ft in the Netherlands. Getting around becomes a tortuous process that can sometimes take a GA aircraft far out of its way, leading to excessive cost and increased negative impact on
the environment.
For all these reasons and many more, the EC's paper on the sustainability of GA is hugely important. The industry doesn't ask for subsidy or tax breaks, it just asks that the regulatory yoke be lifted from its shoulders. GA could be as valuable to Europe as it is to the United States, and understanding it is the first step.
 

 
Preparing for
Very Light Jets
Phil Butterworth-Hayes looks into the future and assesses the impact the introduction of Very Light Jets will have on the European Air Traffic Management community
 
Every new aircraft pro
vides an Air Traffic Man
agement (ATM) challenge.
How fast can it descend and climb? What separation distances should be factored for arrival sequenc¬ing? What is the level of sophistication of the on-board avionics? But introduce a new type of aircraft, flown by a new type of operator, with new performance characteristics, flying new routes and ar¬riving in numbers which could vary from 20 to 500 a year — and the number of challenges for ATM planners starts to become a serious issue.
Many believe Very Light Jets (VLJs) will transform the civil aviation industry. Costing ´just' over $1 million each — for the single engine versions — they will make fast, cheap and personalised jet
travel possible for thousands of Europe's citizens. Air taxi operators, offering ´on demand' air taxi services via VLJs at a price comparable with top-end commer¬cial flights, have sprung up all over Europe (see Table one).
THE CREDIT CRUNCH
The first VLJs entered service at the end of 2007; by January 2009 there were three types certified to fl y — the Cessna Mus¬tang, the Eclipse 500 and the Embraer
Phenom 100. The global economic crisis has put paid to some of the more grandi¬ose VLJ projects — Eclipse Aviation, which at one time was gearing up to produce 1,000 aircraft year filed for bankruptcy at the end of 2008. Though the long-term future of Eclipse was uncertain at the end of 2008, the appearance of VLJs on the European market will, at the very least, provide a powerful boost to the European Business Aviation market.
Current forecasts are for much slower VLJ growth in Europe than in North Amer¬ica, but given current airspace congestion and management issues it will take only a relatively small number of VLJs to have a big effect on European airspace. And, despite the credit crunch, the demand for
The appearance
of VL+s on the
European market
will provide a
powerful boost
to the European
Business Aviation
market
 

 
TABLE 0NE: VLJ 0RDERS ANN0UNCED BY EUR0PEAN AIR TAXI AND CHARTER C0MPANIES
Air taxi companies Aircraft type Numbers ordered
Acceljet (Iceland) Eclipse 500 10 aircraft ordered, to start operations in Northern Europe
from 2009
AirCab (Germany) Undefined 50 aircraft eventually — first operations to start in 2010
　
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(22)