Well said Deefer !!!
Also, the IOM isn't part of the EU. EASA are on extremely thin ice !!!
Originally Posted by
deefer dog
Dallas, IoM have already published their amended ANO and you can download it directly from their web site. IoM registered aircraft have always been operated iaw Annex 6 Pt 2 ops anyway. The latest ANO is nothing to get alarmed about and all quite straightforward.
Noneya might well operate two IoM registered aircraft, as indeed do many of us. I too have been operating their aircraft since 2007 and have been an NATR since then (no big deal, hundred of pilots get approved for this, as well as a/c managers), but I have never heard of "going through conformity" with them, unless he means he checked that the aircraft spec would meet the IoM equipment requirements, or he completed the registration and CofA applications.
In respect of cskafan123's question I'm afraid the given answer is not entirely correct, and is rather misleading. Take fuel requirements as a good example. An IoM registered aircraft when departing on an IFR flight from a USA airport is most certainly NOT required to plan using NBAA or FAR IFR reserves. IAW the IoM ANO Part 8 the commander is however required to;
(carry, ensure that) sufficient fuel, oil and engine coolant (if required) are carried for the intended flight, and that a safe margin has been allowed for contingencies;
There is no specific mention of departure alternates in the ANO, but Part 8 nevertheless covers just about every eventuality under the title pre-flight actions of the commander, and these are the rules that must be followed wherever the IoM registered aircraft flies.
In respect of State rules though Noneya is again partly correct. In USA for example 200 kts is the speed limit below Class B airspace, and when operating in the US any IoM registered aircraft must comply with this limit, even though in Europe we don't have to fly at such a leisurely pace in such circumstances. He is of course incorrect to imply that a USA operator of an IOM registered aircraft must limit himself to the 200 knots when flying in European airspace because he is subject to US regulations. The U.S. operator of an IOM registered aircraft, when flying in Europe can fly at any speeds that EU regulations and ATC clear him to, even if it MUCH faster than FAR's permit.