In the January 2003 issue of EBAN, my predecessor as chief executive of GAMTA wrote of the pan-European issues on general aviation’s agenda. Issues identified included the European Aviation Safety Agency (EASA), security and insurance. Fortunately the European Parliament has reacted well to the concerns on insurance and in the process shown that ‘Europe’ is concerned with ensuring well-balanced industry views are part of the development of regulation.

While the issue of security remains key, it is the forthcoming transfer of responsibilities to the EASA that have dominated my first few weeks at GAMTA. On September 28, the EASA will assume responsibility for certification and maintenance matters. Over the coming years EASA will extend its direct responsibilities throughout the sphere of aviation. With the expansion of the European Union and adoption of the EASA by other states, the key to a successful future for European aviation is very much in the EASA’s hands.

GAMTA was delighted with the announcement of M. Patrick Goudou as the executive director of the EASA; not only does this give a public face to the agency, it also allows the mechanisms of the agency to begin to function correctly.

Many in the industry have had a long hot summer reviewing the implementing rules, certification standards and guidance material produced to allow the EASA to begin operating at the end of September. GAMTA, through its membership of the European Council of General Aviation Support (ECOGAS), has participated in this consultation process.

I have to say it is with great concern that some of this work has been completed. In far too many cases, most notably in the maintenance field, documents that should have been but simple transpositions of the relevant JARs have been significantly altered. The maintenance implementing rules, IR-M, are completely new. Pushing such changed regulations through an expedited consultation process has caused great concern in the industry; with the result that many hold deeply sceptical views of the new agency.

The development of such views has not been helped by the speed of development of the agency itself. Many in general aviation are small and medium size enterprises (SMEs) and in the present economic climate, ensuring profitability whilst also following the progress of the EASA is a difficult juggling act. This is, of course, where organisations like GAMTA can help and our Maintenance Workshop during October aims to provide a means for all to learn about and discuss the changes in that sector of the industry.

GAMTA has always been a pro-active association – our members recognise the benefits that the EASA should bring. A pan-European level playing field gives industry the opportunity to expand and should reduce costs. Along with most aviation trade associations, GAMTA supports an EASA.

But the agency that industry wants must be responsive and recognise legitimate concerns from the regulated. It must recognise the vast breadth of the industry, from the single person maintenance shop to Airbus. Indeed, one of the most positive aspects I have noticed since joining GAMTA has been the willingness of this diverse industry to work together. A strong and growing general aviation sector is vital to ensure the overall strength of the aviation industry.

I hope the European Commission and the EASA recognise and wisely use the resource that industry provides. Some may feel the agency must be remote to ensure its independence and strength as an authoritative regulator – I believe the authority of the agency would be much enhanced by even better and continued involvement of the regulated. As willing partners, the industry in Europe can be both strong and managed to the highest possible safety standards. GAMTA stands ready to play its part.

Mark Wilson

GAMTA chief executive