CEO Diary 7 February 2026

SBAS / EGNOS Update

The CEO of the British Helicopter Association advised me that during a recent meeting with Jessica Cohen-Harvey, Head of Domestic Aviation Safety at the Department for Transport, it was indicated that an announcement regarding a UK SBAS / EGNOS position is expected during February.
It is also understood that comments have been raised within the CAA Airspace, Air Traffic Management and Aerodromes (AAA) directorate, reflecting the potential relationship between SBAS implementation and RNP operations. This suggests that regulatory and operational implications are being considered alongside the technical aspects of GNSS augmentation.

CAA Finance Services Forum (FSF)

During the recent CAA Finance Services Forum meeting, the prior email exchange I had with the CAA was raised, although there was insufficient time for detailed discussion. A notable CAA statement, made in response to my challenge, was that “we don’t believe there’s a link between CAA charges and participation.”

I have continued to make the point to Alex (CAA) that the Authority is required to comply with general public law principles. Charges must be rational, meaning they must be based on relevant evidence and logical reasoning. Cost recovery cannot be an end in itself; the CAA is required to have due regard to aviation safety and the public interest. Failure to consider sector-specific impacts, including foreseeable cumulative effects, may render a charging scheme unlawful.

The assertion that there is no link between charges and participation raises concern that the downturn in GA activity has not been properly considered, nor the CAA’s statutory duties under the Civil Aviation Act 2012 (as amended), under which charging powers are subordinate to duties relating to safety and the public interest. The CAA also referred to changes arising from HM Treasury’s Managing Public Money (MPM) requirements , particularly in relation to cross-subsidy issues, following the Government’s decision last year that CAA fees and charges fall within the scope of use of public money rules.

My position remains, according to my understanding, that MPM constitutes Treasury guidance rather than primary legislation. While it may inform the method of charging, it cannot lawfully determine outcomes where these conflict with statutory requirements. Primary legislation must prevail. I have communicated this position to both the BGA and GAA, and this area should continue to be monitored closely to ensure MPM is not relied upon as a blanket justification for charging decisions.

The CAA has indicated that it would like to arrange an offline meeting to discuss these matters further.

CAA Licensing Digitisation

The CAA provided an update on the transition to a digitised licensing system. Development work has initially focused on NATS and ATCO licensing processes, and this experience is now being applied to professional pilot licences. General Aviation licensing is expected to transition at a later stage and is currently planned to be the final group included.

AOPA Maintenance Working Group (AMWG)

The workshop scheduled for 3 February at White Waltham was cancelled due to insufficient attendance, with only two participants confirmed.

The CAA response noted:
“Hopefully the working group can re-group and we can continue the valuable safety discussions in the future between AOPA and the CAA.” — Mark Shortmann, Policy Lead, GA Unit

European Civil Aviation Conference (ECAC)

On 13 January 2026 in Paris, Italy signed the Convention on the Bureau of the European Civil Aviation Conference, becoming the 17th signatory Member State.

AOPA USA Leadership

Darren Pleasance has stepped down as CEO of AOPA, citing the proximity of the organisation’s headquarters to his home as the principal reason for his decision.

Member Support — VFR Flight Planning to Morocco

A member sought assistance in planning a VFR group flight to Morocco involving seven Europa aircraft. Key considerations highlighted included:

• Advance planning and prior permissions required.
• Aircraft documentation, pilot licence, passport, and insurance explicitly covering Morocco must be carried.
• Overflight and landing permissions must be obtained in advance, usually via a handler or destination airport.
• Entry must be via an international airport with customs and immigration facilities.
• An ICAO flight plan is required for every leg.
• Lifejackets are mandatory for the sea crossing.
• Expect controlled VFR operations with routing and altitude clearances.
• Handling is effectively mandatory and fees can be significant.
• Avgas availability should be confirmed in writing.
• Additional time should be allowed for arrival and departure formalities.

Medical — Transient Global Amnesia (TGA)

A non-member sought advice regarding Transient Global Amnesia. He was advised to make contact via the Flying Farmers Association, who are AOPA corporate members..

I advised that the CAA has not softened its approach to TGA. Decision-making is now largely centralised, with minimal discretion available to AMEs, and the evidential threshold for removal of medical limitations is effectively very high. While some other countries permit a return to flying following defined symptom-free periods, the UK has not adopted this approach. This centralised approach of CAA remains an area of wider concern and as it has wider implications for GA pilots.