Originally Posted by Say again s l o w l y
It is in much the same vein as the ruling that light a/c with engines over 12 years can no longer be operated for PT use.
Unnecessary and totally without basis.
Perhaps one could say that the CAA were wrong to permit aircraft to operate with engines that according to the manufacturer were u/s.
The reason why this change affects so many is the insistance by the CAA that many aircraft which in reality are not involved in public transport (passenger) or (cargo) have public transport C of As.
Other European countries permit flight training including schools to use private C of As and groups can have private C of As.
I have said this many times before - the CAA have some very draconian laws and some very loose operations with often the two being interrelated. The CAA does it's best to avoid the enevitable EASA take-over by retaining it's draconian laws while removing every loose operation that EASA points out as being regarded as unsafe by the rest of Europe.
------
A and C,
I am only too aware that maintenence does not go to plan. If a maintenance organisation can not take my aircraft for it's annual at some stage during the 2 months prior to the annual expiry, then I would go elsewhere.
As you know having a stable relationship with a reputable maintenance organisation is one of the most important things in operating an aircraft.
If the weather is to bad to fly for 2 whole months then I will have saved the £80 in fuel costs. I do not know of any reputable mainternence oprganisation that will take a booking for maintenance and not have space to park the aircraft.
If you don't like the LAMS then feel free to get your progressive maintenence sscdhedule approved. Piper Cessna and many other manufacturers have progressive maintenance schedules. In that case the annual can be signed off without the aircraft being out of action for weeks. It also costs less in the long run.
Regards,
DFC