If the inspector is a freelance or is working in a company is nothing but semantics.
In the US, where no organization is legally involved in maintaining either a certified or experimental light aircraft, I find a quite significant difference: all the logbook entries and occasional other paperwork are done for my aircraft by an A&P IA friend, generally at zero cost. This is significant to both me and him. Him because he’s happy restricting his A&P activity to friends and fun projects within a mutually supportive airport community, without organizational/paperwork or government/tax hassles. He was not cast off the island by government when like most mechanics eventually do, he started making much more money than he could make as an A&P doing more productive things for a living.
Easier IR for PPL
Easier Entry level licence (LAPL)
Easier to obtain a gliders license
Easier transition from gliders to powered aircraft
Easier aerobatic license
Easier transition of aerobatics from gliders to powered aircraft and vice versa
Easier NVFR procedures (in some countries)
Establishment of NVFR (in some contries)
Easier Maintenance (in most countries), except for complex (i.e. twin turboprop aircraft)
Less bureaucracy in validating PPL level licenses by the instructors
Much easier exchange of instruments radios and engine monitors and updating equipment according to CS-STAN on basic aircraft
Much easier repairs according to standard methods (CS-STAN) on basic aircraft
definitely allowing cost sharing / introductory flights in aero clubs by PPL pilots (in some countries)
Much easier inner-EASA acceptance of licenses, working privileges, medicals, etc.
Much easier familiarisation among SEP / MEP aircraft by the pilot (no FI / CRI required anymore to fly a Robin if you only flew pipers before)
Easier certification throughout Europe with CS-23 and even easier with a VLA/LSA.
IFR in airspace Golf
And a couple more liberties that I need to look up because they don’t impact my direct flying.
Still much work to be done, though, but mostly with local CAAs. For instance freedom for amphibious aircraft…
In other words, EASA made the UK way of flying an European standard. Kudos for them!
I must say that thanks to EASA I could do my PPL in France, CPL in the UK, IR in Flanders, MEP in Wallonia, FI in the UK, and transfer my UK licence back to France at the end. Another thing is that I can teach sideslips in France. It was withdrawn from the French syllabus years ago. But thanks to EASA (hem … to the UK) it came back in the syllabus again.
And LAA aircraft pilots can fly on the UK NPPL with the medical self declaration, which is a massive concession which nobody else in Europe has.
EASA PPL and LAPL pilots may also currently fly EASA aircraft (with restricted privileges) using a medical declaration for the duration of this exemption.
You should add “in some countries” to most items. From the UK perspective, most of the first points in the list are the other way round, in the UK JAR made the IR harder, pre-EASA I did not need a glider licence at all, not an aerobatics rating, nor did anyone need an instructor rating to instruct unless it was for a formal rating or licence. NVFR was technically IFR but you didn*t need an IR. The IMC rating was under threat for a long time but fortunLtely yhe attitude shift in EASA happened early enough for it to continue.
And so on.
And this is why we will never agree.
Finding compromises for the whole EASA world always means somebody has to bite the apple and feel to loose something. That is why it is called a compromise. It is not about making the life for everybody uttermost easy, but to find some kind of balance. Given the nasty national concrete-head situation we had only ten years ago, EASA has done a pretty hard and not so bad job.