Vanpilot,
I am sorry but I do not know what you mean by subpart G/EEk AMD 1 EU OPS Part 1 Aerial work/charter. Subpart G of EU-OPS is reference to Performance Class A aircraft however if you are referring to EASA Implementing rules then that does not apply until 2012. The King Air may be operated CAT with a single pilot provided it has a serviceable autopilot IAW EU-OPS 1.655, if it is not operated IAW EU-OPS but operated PT IAW the ANO then the minimum crew of the King Air is 2
Arkwright,
Sorry if my quote confused you but that was a direct copy of the definition of CAT from the Air Navigation Order. The difference between the two is explained by the following which is a direct copy from the 2009 version of CAP393:
Explanation of the difference between public transport and commercial air transport
1. In the United Kingdom, the term “public transport” has long been used. This is defined in the Air Navigation Order as any flight on which one or more passengers are carried where valuable consideration has been given or promised for their carriage. A passenger is defined as meaning anyone who is not a member of the flight crew or cabin crew.
2. This public transport definition has been interpreted as having a very wide scope. This is intentional. It includes the typical commercial passenger carrying flight, where a customer buys a ticket to fly from A to B on holiday or business, but also captures a variety of other operations. For example, if an operator is paid to carry a police observer, that observer will be a passenger on the flight, which will be a public transport flight. Similarly where a power company pays for an observer to be carried to inspect power lines or where a television company pays for a camera crew to be carried it will be a public transport flight. So the term “public transport” comprises both the typical commercial passenger carrying flight and an extended range of passenger carrying operations.
3. European law does not use the term public transport. It uses the term “commercial air transport”. This is the carriage by air of passengers, mail and/or cargo for remuneration and/or hire. The phrase “commercial air transport” is part of a wider European legislative framework that is of relevance in this context. Thus, any undertaking operating for the purpose of commercial air transport is required, originally by EC Regulation 2407/92 and
now under EC Regulation 1008/2008, to hold an operating licence. The requirement that those carrying out commercial air transport have an operating licence is an economic approval; there are various financial and insurance requirements which must be met to obtain such a licence.
4. Having regard to the purpose of EC Regulation 2407/92 and now EC Regulation 1008/2008, the description of a commercial air transport operation has been interpreted as capturing the typical commercial passenger carrying flight but not the other types of operation coming within the UK definition of public transport. In most European countries these other types of operation are regulated as “aerial work” rather than as a variety of public transport or commercial air transport.
5. Accordingly, we have two terms: “commercial air transport”, which captures normal commercial passenger operations, and “public transport”, which captures both those operations and also a wider range of operations wherever there is payment for the carriage of a person on board an aircraft who is neither a member of the flight crew nor cabin crew.
6. In the United Kingdom the Air Navigation Order contains a comprehensive set of operating rules applicable to public transport operations. Public transport operators must hold a national air operator’s certificate, which is a safety approval.
7. The EU has now adopted EU-OPS (formally Annex III to EC Regulation 3922/91). This contains a comprehensive set of operating rules applicable to commercial air transport by aeroplanes. Operators of aeroplanes for commercial air transport must hold an EU-OPS air operator certificate. Again, this is a safety approval. However, EU-OPS does not apply to other categories of aircraft such as helicopters, balloons and airships.
8. The Air Navigation Order must now be amended to take account of the existence and application of EU-OPS. This means that the operating requirements in the Air Navigation Order cannot and should not be applied to any commercial air transport operation by an aeroplane which is now regulated by EU-OPS.
9. This has been achieved in two main ways. First, certain articles contain a specific provision disapplying them from any operation which is subject to EU-OPS. Secondly, the definition of public transport has been modified so as to exclude commercial air transport by aeroplanes. This means that any article in the Air Navigation Order which applies to public transport will, by definition, not apply to an operation which is subject to EU-OPS i.e. an operation by an aeroplane for commercial air transport.
10. It may help to consider this issue in the form of a matrix. There are two sets of requirements: EU-OPS for commercial air transport and the Air Navigation Order for public transport. There are two categories of aircraft: aeroplanes and other aircraft such as helicopters, balloons and airships. EU-OPS now applies to commercial air transport by aeroplanes. The Air Navigation Order applies to everything else.
There is then a table but I cannot figure how to make it show correctly on here but it is on Pge 7 of the PDF of CAP393 found at
CAP 393: Air Navigation: The Order and the Regulations | Publications | CAA