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#1
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UK planning to evict N-registered aircraft
Peter wrote:
The UK Department for Transport has published a consultation document; their aim is as stated above. What's the stated logic behind this? George Patterson Give a person a fish and you feed him for a day; teach a person to use the Internet and he won't bother you for weeks. |
#2
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The UK Department for Transport has published a consultation document;
their aim is as stated above. What's the stated logic behind this? http://tinyurl.com/ar229 for all the documents at the DFT website. I've not had time to read them, so if someone beats me to it for a summary! D. |
#3
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David Wright wrote: The UK Department for Transport has published a consultation document; their aim is as stated above. What's the stated logic behind this? http://tinyurl.com/ar229 for all the documents at the DFT website. I've not had time to read them, so if someone beats me to it for a summary! D. The logic is that they are looking at stopping the practice of permanently basing an aircraft in the UK but keeping the ownership and regisration in some other country. According to the documents, they are looking at the fact that something on the order of 21% of the aircraft in the UK spend all of their time in UK airspace despite being foreign registered. The gist of it is that they want to place a time limit on how long you can keep a foreign registered aircraft in the UK without changing the regisration. It's only a proposal for now and they are requestion comments until late October. Craig C. |
#4
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The DfT is alleging it is to save money on maintenance.
Which isn't quite right. The real reason is to save money on alterations. There are also many, many items (e.g. avionics) that are FAA approved only, and for which the European approval route is expensive Bingo. But that European approval route is what keeps much of the European GA bureaucracy in business. Ditto those required courses for the PPL and IR. Ultimately, people do keep planes on the N-register to save time, hassle, and money - but that time, hassle, and money they don't want to put up with is the lifeblood of the aviation bureaucracy and the people who make their living in it. Of course those people want the practice to stop. Michael |
#5
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"Philip W Lee" phil(at)lee(hyphen)family(dot)me(dot)uk wrote in message ... George Patterson considered Fri, 05 Aug 2005 18:12:39 GMT the perfect time to write: Peter wrote: The UK Department for Transport has published a consultation document; their aim is as stated above. What's the stated logic behind this? Faulty. Very, Very Faulty. Wouldn't it also mean pulling out of ICAO? No just file an exception - countries do it all the time. |
#7
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On Fri, 05 Aug 2005 22:33:34 +0100, Peter
wrote: wrote There are two main reasons why people "go N". (1) To get worldwide IFR privileges - basically for European touring / business flying. In the non-jet GA context, this is by far the most common reason. The European route to this is the JAA IR which involves 1-2 years' study, mandatory ground school, an additional hearing (audiogram) test where *each* ear has to pass the -20db limit, and other stuff that's hardly relevant to noncommercial GA flying. /// It was a while ago, but I did the UK IR ground school via an Oxford correspondence course. For a ground school this did not seem specially onerous. The UK flight component was another matter, it's true. Brian Whatcott Altus OK |
#8
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The reason is that the bureaucracy and incompetents feel threatened by the
trend. It is my opinion that people go the N-registered route so as not to have to deal with the bozos who have gone so far as to tell UK pilots what airplanes they are skilled enough to fly, and that they are doing it to protect them. I would hope that the CAA nor the DFT gets their way on this. There should be plenty of comments from N-reg owners filed in response this, pointing out that the problem is with the useless bureaucracy, not with the owners. "Peter" wrote in message ... The UK Department for Transport has published a consultation document; their aim is as stated above. This would be extremely bad news for practically all U.S. registered pilots based in the UK. It would also be bad news for the American GA aircraft market, which would get flooded with aeroplanes forcibly sold from the UK. Many aeroplanes have FAA approved features which are not European approved. These would have to be removed, or the aircraft sold. Cirrus SR22 (arguably the best U.S. GA success story) would also be evicted from the UK, as would the TBM700C2 and other types. Peter. -- Return address is invalid to help stop junk mail. E-mail replies to but remove the X and the Y. Please do NOT copy usenet posts to email - it is NOT necessary. |
#9
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Peter wrote:
jets. Plus each pilot taking a year to do the JAA PPL/IR. It's a complete farce. I wasn't aware that it was even possible to get an IFR rating on a JAR private pilote license (thought it required a commercial one to start with); could someone correct me on this one? --Sylvain |
#10
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On Sat, 06 Aug 2005 00:55:12 -0700, Sylvain wrote:
jets. Plus each pilot taking a year to do the JAA PPL/IR. It's a complete farce. I wasn't aware that it was even possible to get an IFR rating on a JAR private pilote license (thought it required a commercial one to start with); could someone correct me on this one? Yes, it's possible for sure. Rene (JAR/FCL PPL SE/IR) -- Never underestimate the stupidity of people in large groups |
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