VMC-on-top
27th Sep 2011, 21:18
There has been a lot of talk over recent months about the demise of the N reg in Europe. The proposals as I understand them at the moment are that the operator of an N reg has to be non European resident in order to fly an N reg aircraft around Europe with just an FAA PPL and IR?
So, assume the NPA on FCL becomes law in 2014 / 2015 or whenever it may be, it would certainly appear that hours flown with an FAA IR would be credited in some way towards the EASA IR. Obviously no-one knows yet what TK or differences training / ground school would be required in order to effectively convert from an FAA IR to an EASA IR. BUT, assuming it is relatively simple to do, my questions are:
1. Does it seem likely that the maintenance / mods / parts (and costs?) advantages of flying an N reg in Europe will outweigh the additional burden of staying current on both EASA and FAA PPL's and IR's?
2. What exactly would be required to maintain the two licences and ratings simultaneously? ie could you make double entries for the same flights in your EASA log book as well as your FAA logbook?
3. Given the above - and assuming the upkeep of two licences is not too much of a burden - then would it make sense for someone looking to buy an aircraft in the not too distant future to still consider buying an N reg?
I realise there are a lot of assumptions to make in this, particularly because no-one really knows if the NPA will be adopted as drafted.
So, assume the NPA on FCL becomes law in 2014 / 2015 or whenever it may be, it would certainly appear that hours flown with an FAA IR would be credited in some way towards the EASA IR. Obviously no-one knows yet what TK or differences training / ground school would be required in order to effectively convert from an FAA IR to an EASA IR. BUT, assuming it is relatively simple to do, my questions are:
1. Does it seem likely that the maintenance / mods / parts (and costs?) advantages of flying an N reg in Europe will outweigh the additional burden of staying current on both EASA and FAA PPL's and IR's?
2. What exactly would be required to maintain the two licences and ratings simultaneously? ie could you make double entries for the same flights in your EASA log book as well as your FAA logbook?
3. Given the above - and assuming the upkeep of two licences is not too much of a burden - then would it make sense for someone looking to buy an aircraft in the not too distant future to still consider buying an N reg?
I realise there are a lot of assumptions to make in this, particularly because no-one really knows if the NPA will be adopted as drafted.