EASA GA stakeholders updates

This page has the latest news related to activities of EASA GA.COMM (community of GA industry and associations) and GA TeB (National Aviation Authorities).

Combined GA.TeB and GA.CSTG meeting 2-2024 in EASA (hybrid format) on 12-13 November.

The meeting started with a welcome from the chairs. EASA said that the GA Flightpath 2030+ activities will continue for the next few years. This forum will continue to work together.

Reorganisation of the EASA Advisory Bodies

The reorganisation of the SAB brought formal changes to enhance collaborative work through activity groups open to NAAs approved by relevant communities and under EASA/SAB supervision.

iConspicuity Update

The first version of the ¡Conspicuity Declaration was shared with GA members for their feedback. The Declaration should be signed by AERO2025.

Windmills and Wind Turbines 

Austria wants to reduce light exposure from windmills to residents while maintaining aviation safety. The lighting should only be on when an aircraft is near a windmill. Austrocontrol presented the Austrian solution which has a centralised system for configuration and administration, as well as monitoring and control. This allows for multiple advantages and synergies in system operation.

A study on the impact of wind turbines near airports and flight paths was presented to the audience. This study found that GA traffic in the vicinity of aerodromes is at risk from wind turbines, which is negatively affecting air traffic safety.

ICAO Flight and Flow Information for a Collaborative Environment (FF-ICE)

The Eurocontrol representative gave an update on the ICAO-based FF-ICE program. The audience liked the presentation, but wanted more consideration of GA operations and involvement. 

Evaluation of the EASA Rules for commercial, small-size aeroplane operators under Part-CAT and Part-SPO

The EASA expert said the EVT.00131 ToR is on track and will start in January 2025. GA members will be updated at the next meetings.

REACH Committee (Registration, Evaluation, Authorisation and Restriction of Chemicals)

The audience was told that the REACH Committee will discuss an exemption for the aviation sector in December. It will be subject to public consultation. MS were reminded to contact their counterparts in the REACH committee to understand the possible consequences in the GA sector of a negative vote.

Carbon Monoxide Detectors

The UK CAA has issued an operational safety directive SD-2024/001 on CO detectors for piston engine aircraft. The SD was issued after an accident involving a PA46 aircraft flying to the UK in 2019.  The UK SD requires all GA aircraft in scope (also foreign) to carry an active CO detector when carrying passengers who don't have pilot qualifications.1 Evaluation of the rules for commercial, small-size aeroplane operators under Part-CAT and Part-SPO. 

Validation of Low-Risk Products

The FAA and EASA have agreed on a simplified validation process for low-risk products. The goal is to eliminate the need for VA reviews of AFM/RFM and ICA. Regarding Form 134, the process lacks legal basis, so EASA is discussing with FAA to continue under TIP. The new agreement for low-risk products will streamline the validation process for Basic STCs (no need for Form 134). 

Part 66 Licences

The EAS representative explained that there are two problems with Part 66 L licences. The first is a short-term crisis that needs an immediate solution to save gliding and ballooning in Europe. The second is a long-term problem that needs fixing with respect to Part 66. EASA presented a new interpretation for the Part 66 L licence recency  requirements that could help in the short term. It also invited the associations to discuss the long-term solution based on collected data via an EU survey. 

Several participants shared concerns about proportionality and highlighted the need to simplify Part 66 due to its complexity.

EASA GA Flightpath 2030+ 

EASA gave a detailed update on the four pillars of the GA Flightpath 2030+ and the planned deliverables for 2025. There will be several events for the GA community in 2025, including AERO 2025. The new one will be the 2025 GA days in Egelsbach, organized by GAMA and IAOPA Europe for EASA and EC staff.

LAPL SEP

The CAA Finland representative discussed the differences between the LAPL SEP privilege and SEP racing, as well as the unintended consequences. The group decided to extend this topic to the FCLTeB forum because of the various opinions.

Modernisation and simplification of the European pilot licensing and training system and improvement of the supply of competent flight instructors

EASA gave an update on two tasks related to RMT.01943, which aims to make it easier for flight instructors to get their certificates. The CPL theory at its current level is a too high burden for most applicants. EASA confirmed that one of the objectives of the task is review the rules to be more proportionate for the GA sector.

IAM and VTOL Capable Aircraft

EASA gave an overview of Opinion 03-2023 Innovative Air Mobility (IAM) and VTOL Capable Aircraft (VCA). This introduces a new regulatory framework covering OPS, FCL, SERA domains, and a new VCA category of aircraft. It also outlines future actions based on experience gained from these new regulations. The audience questioned the limited scope and highlighted the role of GA in developing new aviation technologies.

Part FPD

EASA said that the 2017/373 Regulation (Part-FPD) does not distinguish between IFR and VFR flight procedures, but only procedures for which design criteria exist are within scope, and the AMC defaults to using ICAO PANS-OPS criteria. There are no specific design criteria for VFR procedures other than PinS "Proceed VFR", which is a segment of an instrument flight procedure. NAAs should not introduce national design criteria in the flight procedures without AltMOC. Only certified flight procedure organisations that can design procedures within the scope of Part-FPD, but VFR procedures without corresponding PANS-OPS criteria are not regulated at EASA level.

Part-IS

Part-IS applies also to the higher end of the GA sector. GA representatives have confirmed that GA needs should be considered by the Part-IS Task Force. Part IS is there to protect the public air transport system. If a small organisation like a flight school or a maintenance shop is affected, it should be able to request a derogation from its authority if it can prove that it does not present any risk to the safety of the overall aviation system. Any further issues regarding part-IS can be discussed between EASA and the GA.TeB and GA.CSTG community. The audience also raised concerns that organisations may overwhelm the NAA with many requests for derogation. 

Aerodrome Security

GA pilots are finding it harder to move freely around airports due to security rules, especially without crew IDs. In France, the DGAC has created a national solution for their airports and shared their approach with the Commission. EASA does not handle security matters unless they impact safety. To work on a Europe-wide solution for this issue, EASA would need a clear request from the NAAshighlighting safety concerns.

Digital Logbook

Capzlog.aero presented their digital logbook tool and highlighted concerns with paper records. Currently each NAA might define its own format, leading to 31 different versions. There are also issues with data accuracy and signature tracking. To avoid this inconsistency, Capzlog suggested EASA create clear rules for flight recording categories and electronic formats in AMC. They also proposed simple tools to help NAAs implement and enforce these rules. The participants highhlighted that the standards should be minimal and flexible, allowing pilots to choose their preferred option, paper ordigital. Switching between methods should also be easy.