Engagement with the Department for Transport (DfT), the Civil Aviation Authority (CAA), and wider stakeholders continues across airspace modernisation, Airspace Change Proposals (ACPs), surveillance and electronic conspicuity, and the cumulative impacts of regulation on General Aviation (GA).
Policy and Regulatory Landscape
The current DfT consultation on Airspace Modernisation reiterates Government priorities of noise mitigation below 4,000 ft and carbon reduction above 7,000 ft. While AOPA supports proportionate environmental objectives, the consultation again fails to include a mechanism to assess the long-term erosion of Class G access. This omission presents a structural risk to GA and is addressed directly in AOPA’s formal response. Of particular concern is the proposal to extend Temporary Restricted Areas (TRAs) for BVLOS drone trials from six months to up to three years, which risks setting a damaging precedent for the exclusion of GA from uncontrolled airspace.
The Single Design Entity, UKADS, continues to progress with Government backing and CAA approval. As UKADS matures, the role of ACOG is likely to diminish and may ultimately be absorbed. Separately, the CAA is considering surveillance equipage in controlled airspace to be mandatory and based on 1090/978, while no mandate is planned for uncontrolled airspace. Interestingly the FAA is suggesting that in addition to ASD low-cost EC may be an option and plan to evaluate. Surprisingly they are also considering Drones having the right of way in the air unless the manned aircraft is electronically visible where the manned aircraft would have the right of way. It will be interesting to see how they will make that work.
Work is ongoing with partners on the Scottish Airspace Modernisation Plan. Although aviation remains a reserved matter, Scottish proposals require scrutiny to ensure safety-led, risk-based outcomes rather than environmentally driven constraints that undermine access. Similar themes have been discussed at the Shared Airspace Council, where progress on integrating drones into Class G airspace remains challenging.
Charging, Governance and Risk
AOPA has formally challenged the CAA’s proposed Scheme of Charges, arguing it has not been demonstrated to comply with the Transport Act 2000. The proposals place excessive weight on cost recovery while failing to show proportionality, fairness, or alignment with safety and public-interest duties. Critically, the CAA’s own evidence of a 40% decline in GA activity since 2017 has not been treated as a core design constraint. AOPA has therefore called for a freeze on GA-related charges until compliance with statutory requirements can be demonstrated, this raises clear governance and potential ministerial issue for the DfT.
At a European level, discussions at EUROCONTROL’s HQ of the 64th Provisional Council underline continued pressure from “user pays” models and rising agency costs. While innovation and digitalisation offer opportunities, there is a real risk of airline-centric implementation unless GA affordability and access are actively protected. (The UK through Brexit left the European Political Union but not the wider European institutions) The UK is still engaged through EUROCONTROL, ECAC and other bodies and recently reiterated our commitment to Single European Skies (SES).
Strategic Positioning of GA
Engagement with UK and European stakeholders has focused on reframing GA and regional aviation as essential transport, training, emergency response and economic infrastructure, rather than just a leisure activity. This narrative has been shared with IAOPA and reinforced in UK discussions with the DfT, the aviation minister, BBGA and regional partners. Clarifying that “regional aviation” extends well beyond short-haul airline feeders is essential if smaller aerodromes and non-airline operators are to be recognised within national growth and resilience strategies.
As GA is a part of UK regional aviation we are saying that smaller airports, business aviation, special missions and general aviation—is an endangered but strategically vital sector. Current government policy focuses on large airports and airlines, overlooking smaller GA and regional airports that provide essential connectivity for remote, rural and deprived communities, support emergency services, skills, and economic growth. These airports face disproportionate regulatory, environmental and airspace modernisation costs, thin route economics, airline attrition, post-COVID debt and workforce ageing. Cumulative charges risk route closures and airport failure. Regional airports act as economic catalysts, supporting billions in GVA and jobs, and are key enablers of future technologies. Proportionate regulation and differentiated charging are urgently needed to protect network resilience and regional prosperity. General Aviation aerodromes are part of the UK transport network, providing access, resilience and connectivity where other modes cannot and that makes them a part of the wider regional network.
In many cases it can be said that these operations are about “People serving People” a phrase first introduced by AOPA USA back in the 1990s.
Member Advice
Members continue to raise concerns regarding PMDs, with inconsistent additional requirements being imposed by some clubs and schools. Some N-registered aircraft linked to Southern Aircraft Consultancy Inc remain grounded following FAA action, requiring re-registration to lift grounding orders. This is an administrative issue, and SACI has been working on finding a solution. AOPA has also provided clarification on fuel duty and VAT for private flights returning from Europe because unlike the UK fuel duty drawback for private flights is not generally permitted and VAT is a sunk cost; on cost-sharing rules on N-registered aircraft operating in the UK must follow the UK requirements which are operational rules not licensing ones.
Overall, January’s work reinforces a central message: without explicit protections for proportionality, cumulative impact and access, current policy trajectories risk accelerating the decline of UK General Aviation and the essential national benefits it delivers.
Feel free to use this information, write to your MP insisting the Government deliver on its policy of growth which all regulators are required to deliver to support GA development , jobs and value to local and national economies.