When my TB20 was new in 2002 and going onto the G-reg, the CAA inspector
- insisted on EXIT stickers on the doors
- insisted on a "VFR ONLY" placard on the IFR GPS (which already had a BRNAV certification from the DGAC so good for IFR enroute)
- insisted that the IFR features in the GPS were disabled
- insisted on an INOP placard on the prop TKS de-ice operating switch
Great stuff, which really enhanced my safety.
Then, when 3-4 years later the CAA wonders why there is so little participation in their GPS approach trials, they are suprised that so few had the required certified equipment. Today, only N-reg owners, and a miniscule handful of G-reg owners (probably under 10 in all of the UK) have approach certified GPSs.
Britain has a particular tendency to generate large numbers of little men who love implementing regulations. In my business (electronics) I come across them too, constantly lobbying the Govt and the EU for new regs on which they can "offer consultancy services".
The more southern countries also love paperwork (Greece and Italy being really bad) but they ignore the regs they don't like, just as long as there is enough paperwork left over to create the expected jobs. The content of the paperwork itself is not important, so long as somebody gets paid for it.