Pressing concerns may soon be upsetting the norm for many FBO and airport operators in the UK, as the Department for Transport plans to introduce legislation that will lower the minimum weight for commercially operated aircraft that require security screening from 10 to 2.7 tonnes. This means that far more passengers and bags will require security screening with x-ray machines and metal detectors, adding time to pilots’ and passengers’ schedules and adding to FBO operators’ costs.

Since the terrorist attacks of September 11, the US has stepped up security on all forms of air travel, including business and private aviation – a segment with arguably one of the best safety and security records in the industry – and despite the occasional objection, industry professionals have widely accepted that they are necessary.

Though much of Europe hasn’t adopted such a pressing, hard-and-fast agenda that has caused problems for many US operators (TFRs that turn a blind eye to senators flying into Washington, for example, have proved particularly contentious), it has been argued that we should be doing more to ensure the safety of Europe’s aircraft and airports, and do so in a unifrom manner.

European operators have given us differing reports about the current safety and security conditions in effect. One French operator told us that there are no defined regulations regarding aircraft weight and security, as airports have not set their policies in place in a clear, definite manner. In contrast, a German operator commented that security measures are more than adequate, with all aircraft subject to passenger and baggage screening.

Of course, increasing security measures will inevitably have a knock-on effect for FBO operators and charter companies and it is essential that the niche concerns and requirements of business aviation are taken into consideration.

Those in the know have planned for these measures – regardless of how and when they may come into effect – like Scottish FBO Greer Aviation (see page 6). The costs involved are high and some fear that they may be too high for smaller FBO operators. Aside from the initial expense of acquiring the necessary equipment, staff must be trained and available to perform security procedures.

The alternative, of course, is to screen all of the passengers and baggage at the main passenger terminal, which would detrimentally affect two of the key benefits of business aviation – privacy and speed.

How any new security measures will be implemented is still unclear; it is possible that the legislation will be coupled with additional EU security measures, designed to bring the UK in line with the US in terms of aircraft and airport security.

But will these proposed measures really stifle smaller FBO operators and what will happen to commercial charterers operating out of small airfields with little or no security provisions in place? Truthfully, there is no means of assessing the potential effects until the measures are clearly set in place and definitions are

made as to which airports and operators will be affected (what about private operations, or fractionals, for example?)

We can, however, ensure that the present security legislation is fully adhered to and trust that the relevant governing bodies will do their utmost to take into account the unique requirements of general aviation, and ensure that security step-ups do not prohibit growth and prosperity within the industry.

Martin Moore, Senior Reporter, EBAN