rustle
Now if I wanted to pursue this as much as others, I would be looking for far better ammunition...
And why would that be? To overcome some "stubbornly obstructive and unwilling to cooperate" behaviour perhaps
Should not the regulators be proactive here and find out what the regulated think? Who works for who anyway?
You see it's all attitude.
I think it's obvious what the interested PPL wants, take the FAA IR and introduce it into the UK. And why would you want to look at other regimes when you have a model that obviously works extremely well in a far busier environment than Europe can offer? All this stuff about Australia is just muddying the water.
In reality-land, there isn't much interaction with other countries rules and regulations for an American IR pilot flying IFR in the US.
The reason (or one of them) the US works so much better is there is a federal system which sets the rules. Flying from California to New York is seamless. And while on the subject, so is flying from California to Mexico, or California to Alaska via Canada. As is flying from New York to London.
(Flying to the US from points south is a bit trickier as you have to cross the Air Defense Identification Zone (ADIZ), but if you are IFR it's seamless, and if VFR you just have to file a flight plan and call up FAA ATC for a squawk code before crossing the border. From both north and south you have to land and clear customs - not a aviation requirement. You see how what I think is 'tricky' is totally simple?)
This is how the federal JAA
should have worked, but national protectionism won out. What a wasted opportunity, they should have just copied the FARS, but that would never do, as they come from 'over there'.
If you ever fly to/from the US on United Airlines, tune into Channel 9 on the radio and you will hear the radio transmissions. A few weeks ago I flew from Chicago to Heathrow and the captain left it on all the way. Hand offs from Chicago Centre -> Toronto Centre -> New York (I think, could have been Boston) Centre were seamless. Handoffs from Gander -> Shanwick were also seamless, there was just a bit of a delay in between
. And on to Heathrow we went, and it could have all been in the same country really (and fff, you should listen to Chicago Approach and then Heathrow Director and see who is busier
) Quite interesting being over the Atlantic and hearing all the bored pilots abusing each other, and the occasional light engine down below giving position reports. I'm flying from LA to London next week, I'll let you know if I pick up any regulatory problems in Instrument Rated personnel licensing
I am sure there is more to it than what you hear on the radio, but that's why the US and UK are in ICAO.
So I think you know what people want, but I know you will not be able to deliver. Isn't it a great shame that several people here have given up because they know they have lost before they have started?
Good luck Keef, smart move. It's still easy to fly a cropduster over a major US city, and I would be worried about the way the US might be planning to regulate GA on security grounds. I can see it getting a lot harder for even US citizens to fly N regs. I hope any new restrictions don't bite you.
Cheers
Edit for EnglishAl.
Why do you want airways to be Class D? While we are fixing the IR
, why not fix the ridiculous classification of airspace. Airways should be class E so VFR traffic can use them. If you make them D, then you have to talk to a controller, and the extra load will cause meltdown of the whole UK ATC system
.
What! Make airways class E!!! Too dangerous, it will never work, thats where the jets fly, don't let those PPLs in there, there will be carnage and collisions.
But it will, and there is model 'over there' which proves it - and you don't even need a transponder if you are below 10,000 MSL.
Hell, I even know of an aerobatics box in an airway under the class B of a major US airport, busier than LHR too. Against the regs, but the friendly FAA looked at the situation and came up with a waiver.