Regulatory Background
Just to get the story straight, EU-OPS is virtually JAR-OPS 1 but with the force of an EU Regulation - ie no EU Member State can permit those operators over which it exercises safety oversight any derogation (easement) without EASA's agreement after mid July 2008.
You will recall that JAR-OPS 1 was a code of standards that JAA Member States undertook, voluntarily, to apply through their national legislation. This allowed the CAA to grant exemptions (subject to constraints, of course,) to those operators whose niche operations didn't fit exactly with the mainstream public transport/commercial air transport operations for which JARs had been developed.
With the coming of EU-OPS, such flexibility as the CAA has enjoyed hitherto for the application of JARs is removed: the only hope is to persuade EASA (acting on behalf of the EU) that certain niche operations currently approved within the UK and elsewhere should be allowed to continue. (It may be, for example, that the insertion of certain discriminants such as 'excepting multi piston-engine aeroplanes of MTOW not exceeding xxxx kgs' could constitute permanent alleviations: I don't know, but it's worth a thought.)
I'm pretty sure that other States operate or operated vintage aeroplanes. Didn't the Dutch also fly DC3s for sight seeing? I flew as a passenger in a JU52 operating out of Zurich's old aerodrome: although Switzerland is not a member of the EU, it has signed up to comply with EU-OPS, so they may also be interested in preserving the ability to operate these old aeroplanes for a few more years. The UK may well not be alone in seeking suitable derogations for this class of aeroplane operated for this type of flight.