Europe vs. US flying Part II - Landing Fees
This post is the second in a series co-written with PlasticPilot, the editor of http://www.plasticpilot.net/. This series compares flying light aircraft in Europe (his point of view) and in US (my point of view).
This particular post focuses on taxes and fees. It starts with the European view, the US way is in the second half.
A non-negligible part of the flying costs in Europe are the approach and landing fees, sometimes complemented by handling or passengers, or customs fees. There are also en-route taxes for IFR flights, but only if the plane is heavier that 2'000 kilograms. The landing fees at small, un-towered airfields can range from approximately 10 to 50 US$. An ILS approach and landing in Bern (LSZB) costs 60 US$. Some airports even charge for lighting when flying at night.
When I trained towards my instruments flying rating, I made a rather complex cost tracking tool, with separated columns for plane rental cost, instructor, fuel and fees. In the end, the fuel represented 12% of the total, and the fees... 14% ! It's not exactly a fair comparison as IFR training is made of short flights with several approaches at each end, but it clearly shows that the fees can't be neglected.
Some airports use the landing fees to somehow restrict light general aviation activities. I projected once to fly into Gatwick, just to have it in my logbook, and because I had to fly to England anyway. I went through the preparation, and did not find any particular obstacle, particularly as I was flying IFR. But after asking about landing fees, I simply changed destination. An off-peak landing there in a single engine costs 250 pounds (500 US$), and 650 (1300 US$) for a landing within peak hours... Another example is Nice (LFMN), where no passengers are allowed on the tarmac, so even light aircraft get a shuttle bus... for only 60 EUR (90 US$).
Many airports have more explicit rules for non-airline traffic. Pilots must file requests and obtain a permission before filing a flight plan. Some are closed to VFR traffic (within class A airspace), and other don't accept non-commercial flights. Flying in and out of international, large size airports is not exactly light aircraft friendly, even if some would say I'm pessimistic.
On the U.S. side we have been fortunate enough to have dodged the "User Fees" bullet so far. We have the freedom to travel and visit nearly any airport with minimal/no fees charged. Often medium-large airports will charge an overnight fee to use a tie-down or hangar, which seems entirely fair. Some airports do charge landing fees but these (and one night of tie-down charges) are sometimes waived if you purchase fuel from the local airport authority.
Touch and go landings only rarely have associated fees - generally only the largest airports charge for that. One desired side effect of this fee, at least for those imposing the fee, is that it discourages small general aviation traffic from tying up the airspace with practice operations. How does someone bill you if you never even stop at their location? Typically they will send an invoice by mail or phone to the owner of the aircraft based on its registration number. If that's not you, that person will likely know how to find you. :)
Some in the federal government would like to restrict this User Fee freedom that we U.S. pilots enjoy however. This battle is an extreme roller coaster, with the upper hand seeming to swap from side to side weekly. Thankfully, the AOPA is hard at work fighting to keep the current fee system (based on taxing fuel purchases) basically as is. This is the type of battle that will never be over - it will always require vigilance. I sure am happy to be a member of the AOPA.
This particular post focuses on taxes and fees. It starts with the European view, the US way is in the second half.
A non-negligible part of the flying costs in Europe are the approach and landing fees, sometimes complemented by handling or passengers, or customs fees. There are also en-route taxes for IFR flights, but only if the plane is heavier that 2'000 kilograms. The landing fees at small, un-towered airfields can range from approximately 10 to 50 US$. An ILS approach and landing in Bern (LSZB) costs 60 US$. Some airports even charge for lighting when flying at night.
When I trained towards my instruments flying rating, I made a rather complex cost tracking tool, with separated columns for plane rental cost, instructor, fuel and fees. In the end, the fuel represented 12% of the total, and the fees... 14% ! It's not exactly a fair comparison as IFR training is made of short flights with several approaches at each end, but it clearly shows that the fees can't be neglected.
Some airports use the landing fees to somehow restrict light general aviation activities. I projected once to fly into Gatwick, just to have it in my logbook, and because I had to fly to England anyway. I went through the preparation, and did not find any particular obstacle, particularly as I was flying IFR. But after asking about landing fees, I simply changed destination. An off-peak landing there in a single engine costs 250 pounds (500 US$), and 650 (1300 US$) for a landing within peak hours... Another example is Nice (LFMN), where no passengers are allowed on the tarmac, so even light aircraft get a shuttle bus... for only 60 EUR (90 US$).
Many airports have more explicit rules for non-airline traffic. Pilots must file requests and obtain a permission before filing a flight plan. Some are closed to VFR traffic (within class A airspace), and other don't accept non-commercial flights. Flying in and out of international, large size airports is not exactly light aircraft friendly, even if some would say I'm pessimistic.
On the U.S. side we have been fortunate enough to have dodged the "User Fees" bullet so far. We have the freedom to travel and visit nearly any airport with minimal/no fees charged. Often medium-large airports will charge an overnight fee to use a tie-down or hangar, which seems entirely fair. Some airports do charge landing fees but these (and one night of tie-down charges) are sometimes waived if you purchase fuel from the local airport authority.
Touch and go landings only rarely have associated fees - generally only the largest airports charge for that. One desired side effect of this fee, at least for those imposing the fee, is that it discourages small general aviation traffic from tying up the airspace with practice operations. How does someone bill you if you never even stop at their location? Typically they will send an invoice by mail or phone to the owner of the aircraft based on its registration number. If that's not you, that person will likely know how to find you. :)
Some in the federal government would like to restrict this User Fee freedom that we U.S. pilots enjoy however. This battle is an extreme roller coaster, with the upper hand seeming to swap from side to side weekly. Thankfully, the AOPA is hard at work fighting to keep the current fee system (based on taxing fuel purchases) basically as is. This is the type of battle that will never be over - it will always require vigilance. I sure am happy to be a member of the AOPA.
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