Originally Posted by
englishal
This is making a bit of a mountain out of a molehill. I also don't see how the CAA can answer for foreign aviation authorities.
There are a couple of key principles
- Does a NAA have the authority to validate licences for world wide use in aircraft on their register - generally people assume this is true, however, the argument being made is that the CAA validation is only good in the UK (or where specifically accepted).
- Is the UK CAA's process of validation ineffective globally because it is automatic and does not produce a validation document. As a follow on, does this ineffective process comply with their ICAO obligation to facilitate validation of other countries licences ( recall this obligation but don't have a reference to hand).
- More generally, does the ANO apply to G-reg aircraft extraterritorially or not. The ANO says yes, the argument implies no. (Clearly, there are lots of regulations which I will call 'Airspace Regulation' which apply to all aircraft operating in a country). However, for example, would one expect US law or UK law to apply to the maintenance of a G-reg aircraft in the US? - and generally (and famously with a 3 engine BA 747 out of SFO) the general consensus seems to be it is the law of the country of register that applies in these airframe/licencing issues).
For me it is an interesting mole hill with regard to what does an NAA control in practice.