Earlier this week I had the pleasure of attending the BBGA’s Professional flight training committee, where a small group of industry professionals where discussing the ever widening remit of EASA, and the implications that this will have on the training and day-to-day operations for pilots across the European Union.
Firstly it’s worth remembering that that potentially EASA can bring huge benefits for all member states, but the devil is in the detail and the regional interpretation of the legislation that it draws up.
Currently within it’s remit is a intention to harmonise professional flight training across Europe, which given the crowded nature of it’s airspace can in principle be seen as a good thing. However at the moment many UK based flight training schools, and other organisations involved in pilot training such as those offering simulator training have some major reservations about the legislation in progress in regards pilot training due to come into force across Europe next year.
Firstly, whole sections of flight training activity appear to have been completely overlooked – helicopter pilot training was sighted as a particular example. Secondly many aspects such as the integration of the NPL for pilots who are unable to obtain a class 1 or 2 medical, but are currently accommodated by the NPL scheme – these include many former professional pilots, who now pursue flying as a recreational activity or in some cases are still active in specialist areas of flight training because of specific expertise they can offer.
The more serious concern is not however the details, it is the whole process of the creation of new legislation.
EASA, like many organisations needs to make cutbacks, to help with the generic European budgetary issues, so has a resource issue.
What appears to be happening is that the process of consultation, so vital to building of comprehensive, yet workable legislation appears to be at risk because not enough internal expertise can be brought into play to address the many valid and valuable contributions the industry makes.
This issue runs the very real risk of devaluing the work of EASA, which has already caused problems at a national level because the national civil aviation authorities are being progressively relegated to the roll of local enforcement officers, rather than real decision making bodies. This diminishing power means that the national aviation authorities no longer-hold as much attraction for aspiring aviation professionals who wish to make a difference, yet because of the budgetary constraints on EASA these same professionals who can in many cases bring years of experience to the legislation making process cannot be employed.
If the current proposed legislation in regards pilot training does not go through the process of consultation and industry involvement, future pilots will be denied the experience and wisdom of those who have created a very robust and safe system of pilot training in place across Europe today.
Roy 22nd May
