Regulation Archives - Golf Hotel Whiskey

Yes, GA flying is difficult in Europe (but pilots persevere…)

AVweb’s Paul Bertorelli recently returned to the US from Europe where he recorded a podcast interview with fliegermagazin‘s Thomas Borchert, who talked about GA regulations and fees in Germany/Europe, during the Aero show in Friedrichshafen. And while many American pilots complain about user fees and regulations over in the USA, just consider what Continental European general aviation pilots like Thomas must contend with:

VFR is Different. The EU might make travel across Europe easy, but there is no standardization of VFR rules. For example: In Germany, Thomas noted you must carry route charts or sectionals while every airport has a special VFR approach chart and a subscription for all of these charts does not come cheap.
Weird Traffic Patterns. There are traffic patterns depicted on the chart and technically you must follow them with one aviation authority declaring they must be followed to within 500 feet to the left or right – mostly to avoid creating noise for those on the ground. Such requirements lead to weird patterns and pilots looking at their GPSs rather than out the window.
Official Observer. In Germany, all airports, even the smallest fields, must have an “official observer” whose job it is not to direct traffic but to simply give wind and landing directions. If he or she is not present, then the field is officially closed. You may also need to call in advance and pay the official observer to stay longer if you need to land late.
Landing Fees Everywhere. All airports have landing fees and the louder the aircraft, the higher the fee. Moreover, if you do ten practice take-offs and landings, it could cost you €100s.
Touch and Gos are Touch and Stops. If you are going to practice touch and gos, you must come to a complete stop, get out, pay any fees and then be on your way for the next touch and go.
IFR is Even More Complicated. Very few airfields have IFR approaches because getting approvals for one is a nightmare. Moreover, every EU country has its own air space and ATC, but a big computer in Brussels needs to approve your IFR route (and already approved routes can change daily). However, there is a new online service for €17 a month that will help you determine and then submit your IFR route on your behalf.

Paul then asked: “How can you stand it?!!!” And yet Paul observed that there were hundreds of pilots at the air show. In other words and despite all of the regulations, fees and other red tape headaches, European pilots have learned how to persevere and still pursue their love of flying.

London airspace now a no-fly zone patrolled by the RAF

London air space is now in lockdown mode and the RAF has orders to use “lethal force” should the 2012 London Olympics come under threat from above. The prohibited zone is about 30 miles wide but it does not affect commercial aircraft which fly in established air traffic corridors.

Letters have apparently been sent to every pilot in the UK to inform them that most of the restrictions will be in effect until August 15. However, the sailing venue at Weymouth in Dorset will be under restrictions until September 8 and there will also be (less stringent) restrictions in place for the Paralympics that will be following the Olympics.

During the games, any suspicious aircraft will first be contacted by radio and then ordered to rock its wings to acknowledge the warning, follow Typhoon jets or Sea King helicopters and then turn away from London. Those aircraft that don’t follow these procedures will first be met with flares and lasers and eventually with missiles.

The HMS Ocean is also returning to London with a deployment of Royal Marines to secure the River Thames while ground-based air defence systems have been installed at four sites in and around London for those aircraft that don’t get the message that the RAF means business when it comes to Olympic security.

And while general aviation aircraft can still fly over London if they have gone through a series of security procedures, any London based general aviation pilot would have been wise to have already rented out their flat/house to overseas visitors while waiting out the Olympic games (and the havoc all of the security measures will no doubt cause…) over on the Continent!

What are the stupidest FAA or EASA rules or regulations?

John Zimmerman recently posted a question on Air Facts to ask readers what they think is the worst FAA regulation. John began his post by noting that the most common complaint from pilots about the FAA is the lack of common sense when it comes to applying their regulations with the FAA view of flying and the job of a pilot being “completely divorced from reality.”

On the other hand, John did acknowledge that regulation is a necessary evil while US airlines are now enjoying the safest stretch of flying in history as there has been no fatal accident involving a major airline in a decade. Certainly the FAA deserves some credit for this.

John then asked readers what they thought were the worst FAA regulations with some of the responses including:

44709 which grants FAA inspectors carte blanche to reexamine any pilot at any time as they see fit without any due process.
The prohibition to sport pilots to perform preventive maintenance on certified aircraft they own.
The third class medical for private pilots.

Hence, we would like to ask our American readers: What do you think are the stupidest FAA rules or regulations? And for our Europe based readers: What are the dumbest EASA rules or regulations?

Can passengers drink alcohol aboard a general aviation aircraft?

Someone named Adam recently posted an interesting question on the Ask a Flight Instructor website regarding any rules for or against the drinking of alcohol aboard a general aviation aircraft. Specifically he asked:

Is there a rule on passengers drinking alcohol in a light 2-6 seater aircraft? Is it the same reg as with a commercial aircraft? Passengers drink alcohol all day in commercial aircraft, is there any regs preventing my friends from drinking on board my small plane?

Kris Kortokrax responded by writing that there is no proscription concerning the drinking alcohol aboard a small plane. However, he also added that 91.17(b) says you cannot carry a person who appears to be intoxicated and this rule would likely limit how much alcohol could be consumed on a small plane. Kris also added that a pilot will need to consider what would happen in a potential emergency landing situation. Specifically, would you want your passengers to be sober or under the influence if they need to extricate you from the wreckage?

It would be interesting to note any UK or Europe specific rules regarding alcohol aboard an aircraft but then again, flying is different from boating or yachting. Hence, its probably best to leave the consumption of alcohol as an activity to do on the ground after a flight and away from the aircraft altogether.

Why does Europe hate general aviation?

Thomas A. Horne, the Editor At Large for the AOPA Pilot Blog has written an interesting post were he noted that:

I’ve written extensively in the past about European GA, and why Europeans come to the United States to earn their pilot certificates. Why? Because it’s infinitely less expensive and streamlined–compared to the onerous, bloated, and punishingly expensive European path to certificate-hood. You thought Euro-user fees were bad? How about spending $15,000 to get a private pilot certificate across the pond?

He then pointed out that a new European Aviation Safety Agency (EASA) proposal would end reciprocation between the US and Europe. Moreover, he pointed out that you might be able to get European validation of your US pilot certificate right now but if you want to fly in Europe in two years time, you’ll have to earn one of the European certificates. He then added:

But wait, there’s more! EASA wants to rid the European Community of N-registered airplanes too. Soon, the common practice of Euro-pilots registering their airplanes with a US N-number will end if the proposals go through. Europeans realize considerable savings by flying airplanes with an “N-reg.” Lord knows they need to save as much as they can if GA flying is to continue, what with $20-per-touchdown landing fees and $8 per gallon fuel costs.
The impetus for all this xenophobic regulatory activity? Why, to garner more fees and pump up an already-Byzantine regulatory culture. Thanks to all those centuries of Kings, Queens, Lords, Barons, Viceroys, Dukes, “vons,” and landed gentry, Europeans seem not able to shake the inclination to submit to the state

Thomas also noted that German aviation magazine, Pilot und Flugzeug, has posted three scenarios on the potential outcome of these new regulatory proposals. Furthermore, we would like to note that General Aviation News has two articles (European proposals could severely affect U.S. pilots and Pressure mounts to ‘park’ EU vote on pilot certification) that are also well worth reading.

Finally, we would like to ask you our readers what you think about these new EASA rules. Moreover, will these new EASA rules impact you or pilots who you personally know?