www.sportvliegen.eu-Sportvliegen(GA)

In that policy agenda stands which action takes the Netherlands for the security of the citizen aviation between 2011-2015. One of the points are Shining on Pilots with laser pen becomes illegal.

Also collision with birds, for example round schiphol make it uninteresting for birds. the policy agenda can you read here. click here. (Dutch)

AOPA UK has highlighted an example of how EASA’s ruinous fees and charges, which are said to be about to rise by a further 30%, are impinging on safety, causing stagnation in GA and resulting in financial loss to engineers and avionics manufacturers. A member who planned to upgrade his Seneca 1 by installing a second-hand Collins 101 HIS, was asked for £3,500 (€4,000) by EASA just to consider the paperwork. The demand made the installation unviable, and an opportunity to increase the safety and utility of an aircraft was lost. The owner said: “By insisting on this bureaucracy and its associated cost the Agency is hardly enhancing flight safety. Neither we nor the engineers involved are cowboys, and we operate and maintain our aircraft to the highest professional standards. However we have to be realistic about how much money it is worth investing in this old aircraft – it is no longer viable.”
A second example of regulatory greed concerns a pilot who recently contacted his national AOPA regarding a bill from EASA for a ferry permit to allow him to fly his aircraft between repair stations. A Piper Seneca had a prop-strike and needed to be flown to the maintenance company for repair. EASA’s charge for allowing this was €723.94, which it said was three hours work at €241.30 an hour – all for evaluating the single page of EASA Form 18b.
Most of Europe has never had to pay for such permits in the past, but under EASA these charges become payable. IAOPA Senior Vice President Martin Robinson says: “The problem is related to EASA’s huge overheads and inefficiencies. IAOPA will insist on a more efficient structure at the next fees and charges review . Moreover, in relation to permit to fly they should develop pre-set conditions so that they can give clearance without sky-high fees.”
Some manufactures, including one large engine supplier based in the UK, say that under EASA fees have doubled, and could rise again by another 30% if the rumoured hike in fees goes ahead. The industry body charged with commenting on the proposal has not yet been formally consulted.

America and the European Union have officially concluded a long-awaited bilateral aviation safety agreement (BASA) designed to make government oversight of aviation more efficient and to pave the way for future regulatory cooperation. The BASA, signed on March 15th, allows reciprocal acceptance FAA and EASA certification and oversight of civil aviation products and repair stations. The US and the EU specifically agree to recognise each other’s ‘findings of compliance and approvals.’ This means, for example, that the FAA can determine a US repair station is eligible for an EASA approval to work on European registered products without a separate inspection by European regulators.
The BASA is good news for the industry. Duplication of oversight was a real fear, and the BASA takes a lot of expense and bureaucracy out of the equation. Importantly, the BASA makes provision for annexes to be developed and added by a Bilateral Oversight Board, leaving the door open for agreements in other areas, including flight crew licensing. EASA’s proposals to hammer the N-register operator in Europe have been put back to 2014, and may now be subject to bilateral negotiations.

When he made this song , they invited him to Chicago to their HQ to say sorry and they gave him a new guitar. This method will support your power as customer to get your rights by Airlines, who don't listened to there customers.

Edition 2011 of the Aeronautical chart the Netherlands ICAO 1:500 000 will be available from mid March 2011. It can be ordered from:
De Swart B.V.
P.O.Box 53086
2505 AB The Hague
The Netherlands

New on 8 april 2012 will start the Leisure Pilot License (LAPL) in Europe . From this date start the rule that RPL’ers need a LAPL , and need a LPE for use a radio. In the Netherlands for RPL's will be till this date no LPE on your license asked.

New EASA proposals on maintenance of third country aircraft in Europe – they’re attacking this issue on multiple fronts – do not seem to be as onerous as they might have been. For commercial operators of non-complex types EASA is proposing that a maintenance programme be agreed between the operator and the maintainer. The maintainer can either agree the programme with the state of registry, or be accredited by EASA as a CAMO(T) to work on third country aircraft.
While this does not pose insurmountable problems, there are questions left hanging. No provision is specified for aircraft whose type certificate is not accepted by EASA. An N-registered aircraft which is forced to accept an EASA directive, say on a wing spar modification, will invalidate its FAA registration by doing so. What then? And operators of American flight schools teaching Europeans will be required to conform to European maintenance regulations, not those of the FAA, on American soil. Will the Americans accept this? And will it be just another level of bureaucracy, or a game-stopper?

Pilots and operators of aircraft on the N-register continue to be the meat in the sandwich as Europe and America attempt to resolve trade issues, and the future does not look promising. EASA’s proposals to hamstring the N-register operator in Europe have been put back to 2014 and are now said to be subject to bilateral negotiations which may or may not produce a workable compromise – and the evidence of recent history indicates that no user-friendly solution will be found. In fact, it seems we have won a two-year grace period before the boot goes in.
At its December meeting the EASA Comitology Committee postponed from 2012 to 2014 the adoption of EASA’s proposals on third country licensing. In the meantime the committee hopes the matter can be dealt with by way of bilateral agreements between Europe and America. In fact the first bilateral – known as a BASA – is due in spring, although it makes no mention of licensing. The hope is that flight crew licensing agreements can be added later by way of annexes. Unfortunately the negotiations on bilaterals have been characterised by ill-will on both sides.
AOPA’s lobbying of members of the EASA Comitology Committee and European Commission indicated that while they were wary of the damage EASA’s proposals would cause, they were more concerned about the ability of national aviation authorities to handle the change from national to EASA licences, and the introduction of new third-country rules at the same time might be too much to cope with. IAOPA Senior Vice President Martin Robinson says: “The difficulty when it comes to lobbying on these issues is that everyone agrees with you, but won’t change position. Nobody claims there is a safety issue, everyone accepts that the economic damage will be substantial, yet the status quo is impossible to maintain.
“Everyone says they want full reciprocity from the other side, while secretly trying to give less than they receive. Full reciprocity would be great for general aviation as long as we had a sensible validation system; imagine if you had an FAA IR and the process for converting it to a European equivalent was simple and sensible. But how likely is that? At the root of the argument is government support for Boeing and Airbus, and everything from downline repair station charges to pilot licensing is governed by that. We are small cogs in a large intercontinental dispute, and bigger wheels are going to grind us up. ”

Discussions over general aviation’s problems with Natura 2000 sites are coming to a satisfactory conclusion in the Netherlands, where AOPA has been working to convince government officials and environmental interests that general aviation poses no threat to wildlife. Some 162 areas in Holland are designated nature reserves under the Europe-wide Natura 2000 programme, and some of them impinged on flying sites, particularly those used by helicopters. Now, a new draft report indicates that AOPA’s representations have been successful and it is accepted that historically, general aviation has not had an adverse effect on wildlife in these areas. With the exception of a small number of specific wetland areas, restrictions which affected approaches to flying sites are likely to be reconsidered.
The Netherlands recently elected a new government which has decided to merge the departments of Transport and Environment into a Ministry of Infrastructure and Environment. Ary Stigter of AOPA Netherland says: “We are confident that this amalgamation will help to speed up decisions on matters affecting both transport and environment, like Natura 2000.”

IAOPA is continuing to work towards a sensible conclusion to the issue of third-country licences and registrations in Europe, which is affected by EASA proposals on flight crew licensing. Following a concerted IAOPA campaign, the European Commission’s committee which oversees EASA’s proposals – called the Comitology Committee – put back a decision on third-country licenses for two months to allow EASA to bring forward new proposals. EASA’s new draft will be circulated to members of the Comitology Committee in the next two weeks, and a full deliberation is scheduled for December 8th.
EASA has made no secret of the fact that it wants to get third country aircraft – and specifically the N-register – out of Europe. But in the past it has said it would do this by “making sure there were no advantages to being on the N-register.” It has, however, found it difficult or impossible to address the relevant issues, and seems to have opted for a ‘train crash’ approach which would be disastrous for general aviation in Europe. The flight crew licensing proposal is only the first stage in EASA’s move against the N-register, with more to come in proposals on Ops. IAOPA believes these moves are politically motivated and have nothing to do with safety, and EASA regulation should not be used in political disputes.

An extra meeting of the EASA Working Group FCL008, which has been looking at instrument flight rules, has unexpectedly been called for October 5th in order to discuss the UK’s IMC rating, and a representative of AOPA UK has been invited to attend. The meeting is a positive development in a long campaign by AOPA to save the IMC rating, which is threatened by European harmonisation. FCL008 had finished its work and a Notice of Proposed Amendment was expected based on its report. AOPA believes that through FCL008, Europe has been given an inaccurate picture of the IMG rating, which has been wrongly characterised as “an IR with 20% of the training”, and its safety benefits have been dismissed. A reprieve for the IMC rating is supported by the UK CAA and every pilots’ group in Britain, and it enjoys widespread support in continental Europe where some organisations are looking at how it could be adopted in their own countries.

The final phase of the transponder duty for non engine aircraft such as gliders and balloons shall start on Thursday 11 March. This means that during working days (9 a.m.-5 p.m.) the lower limit of the area where the transponder is mandatory, reduced to 1200 ft (some 400 meter). There are no changes in the places where there are no transponder duty existed. Sail planes, and Paragliders are exempt because at the moment for this air group no suitable transponders available.

The CAA-NL announces that new Dutch regulation for the safe operation of aerodromes and other sites has become effective from 1 November 2009. Due to the introduction of this regulation some rules for aeroplane refuelling operations have changed. In AIC-B 08/09 stand mentioned the contents of the modification.

No-Fly on Zenair Zodiac sportplanes CH601 XL-on condition removed in The Netherlands:

The inspection of movement and public works (IVW) has the No-flight on Zenair Zodiac Sport aeroplanes CH601 XL-on condition removed. This airplane has been since the end of november 2008, grounded by an accident on September 14, 2008 on the Markermeer and two passengers were killed.
From preliminary investigation showed that the plane crashed, since the right wing up take up. Then discovered the IVW a design error that was internationally. The No flight ban is take away, on condition in accordance with the new design.
For more information, click here.(Dutch)

The European Aviation Safety Agency (EASA) is the end of 2009 started with publishing of the Parts in consolidated form.
The first Part M published, which you can download from the following link.

On Thursday 10 December, the last examination of IVW carried out inspection on the part of TrafficPort Airport. IVW has found the area permit. the airport is accessible by all MLA aircrew now. A request, during your flight preparation take contact for the latest information. A quarter of an hour for the landing, you will be contact on to frequency.123.425

AOPA member E. Oleksy has developed a service that provides direct online access to a database of validated routes, the ability to file flight plans, and the receipt of acknowledgement messages within the EU. Uniquely, Oleksy’s and a colleague have been granted access to Eurocontrol data, and they have worked hard to create a useful web-based tool which you can see at here. They also provide a portal for PDAs and smartphones MobileWeather. Both area easy to use, adding real-time flight tracking and up-to-the-moment weather information to flight planning features. The intention is to offer this service free to non-commercial users and to cover costs with advertising revenue, which depends on the number of pilots they can encourage to use the service.

An urgent meeting has been arranged between AOPA UK and EASA's Deputy Head of Rulemaking Eric Sivel on December 2 to discuss, inter alia, the UK's IMC Rating, which has been totally misrepresented to the rest of Europe by vested interests pursuing their own imperatives. Some 25,000 UK pilots have taken the IMC Rating in the last 27 years. It is a 15-hour flying course which equips pilots to maintain control if they accidentally enter IMC and to get their aircraft safely back onto the ground. It confers no rights to file IFR, no extra access to airspace, and no additional privileges beyond the PPL apart from absolving the holder from the UK requirement to remain in sight of the ground. The IMC rating has made a major contribution to the UK's excellent GA safety record, despite the country's capricious weather.. It has saved countless lives, and in 27 years old one holder has been killed flying into IMC. Much of the rest of Europe, however, has been misinformed that the IMC rating confers "essentally the same privileges as the Instrument Rating with 20 percent of the training" and that its safety record is questionable. These claims have been made by Jim Thorpe, a UK representative of Europe Air Sports at FCL-008, the EASA Working Group that was tasked with studying the IMC Rating. None of this is true. The IMC Rating is supported by IAOPA Europe, the British Airline Pilots Asociation,the Guild of Air Pilots and Air Navigators and many more UK pilots' groups. Nick Wilcock, chairman of the Guild's Training Committee, says: "TheIMC Rating is not just a privilege but an absolute necessity for the saving of life." Martin Robinson adds: "Having other European countries condemn the IMC rating is like having the Dutch condemn the Swiss Mountain Rating because they have no use for it. We will be examining every option for its retention."
Several other topics involving the UK and Denmark are scheduled for discussion on December 2.

The European Commission plans to leave the designation of airspace below FL195 to individual nations, using the seven ICAO designations as a foundation but allowing states a degree of flexibility to adopt sub-categories of airspace as they see fit. The EC Transport Department’s Administrator of Air Traffic Management Jyrki Paajanen told the 121st European Regional Meeting of IAOPA Europe in Barcelona that Brussels would impose a requirement for states to consult with users, but would not dictate the tactical design of lower-level airspace. (Everything above FL195 is Class C.)
In consultation with Eurocontrol, EASA and ICAO, the EC is seeking to establish a standard for airspace in the 27 EC countries. “Our plan is to transpose the ICAO annexes into community law – to take the whole lot,” Mr Paajanen said. Many states implement ICAO rules differently, and this will not necessarily change. “On a Community level we will set out the rules themselves, there’s a bit of description of how you do things, routes are planned on a Community level, but the rest is national – it is for the states to decide where you have military, controlled, or uncontrolled airspace,” he added.
“While controlled airspace should be kept to a minimum, there are cases where a controller should have an idea of what’s happening immediately outside the zone, and there are various ways to address this, with radio or transponder zones or listening watch areas. But the additional tools should be as few as possible, and the way in which they work must be harmonised.
“We haven’t written the proposals yet, but these are the ideas that are floating about. There are a lot of options and we’re not decided. However, everybody has to give in order to get something in return. We cannot include all the national variations in the community law… it would not be understandable. There are several big consultations coming up in the next 12 months to help decide how to implement this, and general aviation must shout very loud to make its voice heard – there are a lot of other interested parties with good representation.”

How much will it cost you when new EASA regulation requires your aircraft to have an Airworthiness Review Certificate (ARC)based on a review done by a private CAMO (Continuing Airworthiness Managment Organisation). IAOPA is making a survey for a typical Cessna 172 or similar. Below you will find the data collected so far. If you can provide price information for countries not already listed please inform IAOPA to have them included in the survey.

The new European obligations in respect of maintenance of private planes will be permanently from 28 September 2009. This means that any aircraft from that moment a State-In the Netherlands, the inspection of movement and public works (IVW) or a State-recognised educational establishment (Camo) approved maintenance programme needs.
The IVW is from that date the status of the maintenance programme in the annual compulsory re-evaluation of the airworthiness review) (airworthiness controls of an airplane. At that time, will the plane grounded to the fundamental need to continue as long as the owner does not have an approved maintenance programme.
A growing number of CAMO's in the Netherlands and abroad is available to the anticipated flow of requests for an approved European to handle maintenance program. They include reimbursement with the maintenance programme and the technical administration of the aircraft owner for their account. They can also the airworthiness controls documents (ARC) of the plane, extend without direct government intervention.

The new European regulation is the result of the introduction of a new system of safe air transport in Europe. Also, this system working on a free movement of aircraft, the provision of services (such as maintenance) and skilled staff within the European Union.

AOPA members flying into the UK may not be aware that they can claim back all the tax they pay on the fuel in their tanks when they leave the UK from the British government. Steve Windsor of Her Majesty s Revenue and Customs has confirmed to AOPA-UK member Tony Purton, who has been researching tax regimes across Europe, that any foreign pilot who tours the UK, picking up UK duty-paid avgas can, on returning home, reclaim the duty on all the fuel in the aircraft tanks when he leaves the UK. He or she will get the tax back in sterling. The form to use is called H60, and a fair copy which is acceptable to UK Customs, can be found here on the IAOPA-Europe website

The European Aviation Safety Agency (EASA) considers positive about the way in which the IVW works on behalf of its aircraft and technical amendments to approved this. This is evident from a three - day audit of the European Aviation Agency this week has been concluded. It has a team of seven EASA workers, inter alia, the working methods and procedures, technical expertise of the inspection.
The conclusion of EASA was that the inspection is a very high level of professionalism and technical expertise which it has to be a good way to handle the request within the prescribed standards. The EASA was particularly to speak about the quality of the implementation and the administrative and financial support. On the basis of the results of research, the EASA accreditation of the inspection.

At EASA one thinks that it is very simple compare the air sport with commercial aviation. And thus this way to make the legislation. With other words 1 on 1 to transfer. But this will not working. Because the air sport(recreation and private aviators) is total something else then commercial aviation. And these with each other are not compare. EASA make therefore unfortunately again wrongly by thinking that legislation is devised for commercial aviation and simple to adapt is for the air sport sector. By applying this reasoning we will be working with Draconian and outside-proportional measures. This feeling lagged behind also workshop organised under the members of Europe air sport (EAS) after a workshop in Brussels with EASA 17 April j.l. these EAS discussed the Notices current or Proposed Amendment (NPA) in the field of legislation around Authorities and Organisations and air Operations. As component of rulemaking process, EASA ask now interested parties give comments on a number of very bulky documents of which the contents for a large part are not applicable in air postage area.

If we do not make this situation clear, then EASA will beat the square rod simply with a hammer in the round breach, with all negative consequences for us as Pilots in Europe.

First EU CAMO Recognition for maintenance companies small aviation in the Netherlands:

The inspection movement and water state has delivered first European CAMO Recognition in the Netherlands for the maintenance management of non-commercial used planes in small aviation (general aviation). CAMO' s (Continuing Airworthiness management Organisations).Recognitions have been supplied to General Enterprises in Eelde and Kempen Aircraft Maintenance in Budel.Under European legislation must have all aircraft in the Netherlands an approved maintenance programme. CAMO' s has been authorised these deliver approvals. Thanks to these new recognitions it's possible also for small aviation now on the Dutch market at the sector correct for these approvals. The inspection hopes that several recognitions will follow shortly.Around flight company must have by 1 April 2009 already oblige himself CAMO-recognition or a contract with recognised CAMO to have been concluded. The rest of small aviation gets the time up to 28 September 2009.

In France and the Netherlands is this already for all international flights, to have a ELT to border oblige. The planning for Germany stands now on 1 April 2009. This isn't a joke.Therefore as from 1 April at least equipped be one Automatic radio beacon on 121.5 MHZ must and 406 MHZ can be send. And as from 1 January 2010 all planes must have a ELT. What the status rounds off obligation in other European countries are, has been still confessed. If we know more we keep YOU informed.

IAOPA have made a summary concerning the points to the FCL NPA 2008-17. Which could be send to EASA on 28-02-09. For these point click here. Points IAOPA about FCL NPA-2008-17 (new regulations for License)

Pay attention ! from 1 February 09 all motorized aircrafts which also outside the Netherlands active are. A ELT duty:

The new obligation of conducting 406 MHz ELT for all motorized aircraft which are also outside the Netherlands active are. Aeroplanes and helicopters not active outside the
Amsterdam FIR have no ELT obligation. Also there is no ELT mandate for sailplanes, hanggliders, paragliders and balloons in the Netherlands. Other States however
may have such a mandate.

International Cospas-Sarsat the system stops from 1 February 2009 with the detection of 121.5/243 MHz Emergency radio bacon, Emergency Locator Transmitter of the old generation. Only 406 MHz Emercency radio bacon then still communicate by means of the system. As from that moment also the new obligation of conducting 406 MHz beacons applies to all motorized aircraft which are also outside the Netherlands active. Gliders, Hang/paragliders, and air balloons have been exempted. The inspection recommends all pilots, which wants be insured be of a fast detection in the case of Emercency, which does not fall under the obligation and on voluntary basis 121.5/243 MHz emercency radio beacon has, the using to of the new generation the Emergency Locator Transmitter (406 MHz).

ELT meet the requirements if he have EASA ETSO-2C126 approval.Ask you supplier therefore for that number. Also the ICAO aircraft 24 bitscode in the ELT must are able be introduced. That is the same code as in your mode S transponder.If you have ask the code for your s mode Transponder it's not necessary yet ask the code, because it's the same code.