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Old 29th Jun 2005, 19:04
  #7 (permalink)  
justsomepilot
 
Join Date: May 2005
Location: North
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Stuart,

I've come across the same problem recently, on a G aircraft, and while it was not on an engine it was concerning the previously-optional and now-under-EASA-mandatory overhaul of a certain airframe component.

As nobody had previously overhauled this component (no need to, ever) the manufacturer has never bothered to produce the right parts for the overhaul. Now, suddenly, a number of owners are stuffed with having to do this completely unnecessary job.

You should have stayed on N. Why did you go N originally?

If you have the IMC Rating and are a good current instrument pilot, then (having first passed the IR written in the UK, a few months' revision for a family man like you or me who can spare little time) you can get an FAA IR in Florida in 2 weeks max. With the right training over here (plenty of freelance CFIIs about) you can do it in a Monday-Friday session. YOU'VE GOT TO DO THIS CR@P ONLY ONCE PER LIFE and then you will have fantastic privileges, worldwide.

And if you aren't flying much then a transfer to N never made sense; N is more expensive than G on practically every maintenance front. N is for high-time pilots who use IFR to go places.

It also doesn't make sense to go N to G just because you have bought into the fears exactly as certain parties want you to do. In the unlikely case the DFT finds a way to kill off N, they will have to give everybody plenty of time. THEN you can go back to G, or sell the aircraft to somebody outside the UK.

There is no way all of Europe will ban N unless EASA do it and that would take years. Their latest proposals are actually not to ban N but to subject it to EASA maintenance requirements. But EASA is gradually taking FAA certification on board anyway, much to the CAAs disgust.
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