Cardiff City Footballer Feared Missing after aircraft disappeared near Channel Island
The CAA would be greatly concerned in their role as a supervisory authority. Particularly given the fact that they may come under the light of public scrutiny and critisizim for permitting so called cost-sharing by PPL holders outside AOC operations and failing to effectively monitor activities within such operations. There is very little doubt that this accident, now featuring the headlines, since the event has attracted public attention. It will not be too long before the Secretary of State for Transport picks up his phone and invites the head of the CAA for a brief chat.
Where people are prepared to operate illegal flights that should be carried under an AOC the Regulators are somewhat at a disadvantage because of the need to gather objective evidence that will stand scrutiny in a Court or at an appeal hearing. In such cases the pilot and passengers are highly unlikely to act as witnesses and I would not think that passenger tickets are issued! Post # 842 articulates some of the issues.
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Cost sharing for PPL holders is permitted by the Regulations of EASA and the CAA who have published a guidance document CAP 1590 and, as discussed previously in this thread, it only applies to the direct operating costs of a flight. The pilot is required to make a contribution to the direct costs. As a result of this accident you imply that the CAA has in someway failed to effectively monitor activities within such operations. Considering that this flight was carried out by a USA registered aircraft from an airport in France I struggle to see how you could reach this conclusion. Regulators, including CAA, do not have unlimited resources and would not routinely monitor GA activities outside of their own State.
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Does anyone know approx how many total hours the pilot had? If he had a valid FAA medical his total hours should be on his last medical application. It would be interesting to know his recent hours too and if he had done his 3 take off and landings in the last 90 days.
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Isn't the main problem here that people who take flights in conditions such as this are totally unaware that they are at risk. All they know is that this is a cheaper/more convenient way of getting from A to B and they trust the System to protect them.
If they recover the GPS it should answer a bunch of questions as it will have been recording position (every second, or even more?) until being submerged.
And the odds are that the data is okay.
And the odds are that the data is okay.
Does anyone know approx how many total hours the pilot had? If he had a valid FAA medical his total hours should be on his last medical application. It would be interesting to know his recent hours too and if he had done his 3 take off and landings in the last 90 days.
An application for an FAA medical allows entry of flight time but there is no requirement to enter any flight time.
In summary - there is no reason to assume total hours will be available on the last medical application.
Also, 3 takeoffs and landings does not necessarily meet currency requirements for carrying passengers at night while exercising the privileges of an FAA issued PPL. The requirement is 3 night takeoffs and 3 night landings to a full stop. Lots of people who are current to carry passengers in the day are not current to carry passengers at night. Even those who think they are current because they have logged 3 night full stop landings may not be current since 3 night takeoffs are also required.
Last edited by EXDAC; 5th Feb 2019 at 15:10. Reason: correct "issues" to "issued"
Yes. It is absolutely shocking that this sort of thing is allowed in Europe. This is unwitting passengers thinking they are paying for a private, professional charter, and instead getting an HVAC guy with a private pilot's license. It's absolutely astounding to me that this is allowed. It will eventually be stopped once there are enough dead bodies. Mark my words. The FAA is spot-on about this nonsense.
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Well it seems everyone knows about it, but the CAA have looked the other way. probably too tedious to chase up. I hope the AAIB really stick it to the CAA in the report, and that the civil servants don't square it up among themselves to sweep it under the carpet.
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The plane was UK based as was the pilot and the person who is alleged to have been organising these flights. They seem to have been taking place for a while. The flight appears to have been part of a roundtrip. How is the CAA not (at least partly) responsible for enforcement?
Unsafe flying
- We can investigate incidents of unsafe flying. You need to provide evidence of the incident and to enable us to track the aircraft concerned you would ideally have its registration. For UK aircraft this is normally G- followed by four letters and is on the side and wing of the aircraft. Examples include unapproved and dangerous low aerobatics or a helicopter landing in a place that puts people or property in danger (helicopters are allowed to land away from airfields providing they can do so safely and they have the landowners’ permission).
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An FAA medical is not required to exercise the privileges of an FAA issued PPL. "Basic Med" is an allowed alternative.
An application for an FAA medical allows entry of flight time but there is no requirement to enter any flight time.
In summary - there is no reason to assume total hours will be available on the last medical application.
Also, 3 takeoffs and landings does not necessarily meet currency requirements for carrying passengers at night while exercising the privileges of an FAA issued PPL. The requirement is 3 night takeoffs and 3 night landings to a full stop. Lots of people who are current to carry passengers in the day are not current to carry passengers at night. Even those who think they are current because they have logged 3 night full stop landings may not be current since 3 night takeoffs are also required.
An application for an FAA medical allows entry of flight time but there is no requirement to enter any flight time.
In summary - there is no reason to assume total hours will be available on the last medical application.
Also, 3 takeoffs and landings does not necessarily meet currency requirements for carrying passengers at night while exercising the privileges of an FAA issued PPL. The requirement is 3 night takeoffs and 3 night landings to a full stop. Lots of people who are current to carry passengers in the day are not current to carry passengers at night. Even those who think they are current because they have logged 3 night full stop landings may not be current since 3 night takeoffs are also required.
He doesn't have a stand alone issued FAA PPL, he has an FAA PPL 61:75 issued on the strength/basis of his UK PPL, therefore all operating privileges and restrictions associated with the UK PPL must be adhered to whilst operating an FAA 'N' registered aircraft.
No FAA medical is required for this type of 61:75 FAA licence, he must keep his UK medical current and adhere to any restrictions on his UK PPL medical to be able to use the privilege of the FAA 61:75 certificate.
Therefore having no instrument rating or night qualifications for his UK PPL means he cannot operate an 'N' reg aircraft in IMC or night conditions with the FAA PPL.
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Do pilots need to be chipped, like pets?
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Medical
DI held an FAA Class 2 medical according to the airmen registry. This medical is normally issued for the holder of an FAA Commercial. There is normally a time period in the FAA airmen database of a month or so to reflect new ratings, and during this time a pilot flies on a temporary airmen certificate until the database is updated and the new licence issued and sent. Not that I am suggesting this is the case, just a slight chance though. If not then it just looks like he was flying on a 61.75 issued FAA PPL, not good.
He doesn't have a stand alone issued FAA PPL, he has an FAA PPL 61:75 issued on the strength/basis of his UK PPL, therefore all operating privileges and restrictions associated with the UK PPL must be adhered to whilst operating an FAA 'N' registered aircraft.
No FAA medical is required for this type of 61:75 FAA licence, he must keep his UK medical current and adhere to any restrictions on his UK PPL medical to be able to use the privilege of the FAA 61:75 certificate.
Therefore having no instrument rating or night qualifications for his UK PPL means he cannot operate an 'N' reg aircraft in IMC or night conditions with the FAA PPL.
No FAA medical is required for this type of 61:75 FAA licence, he must keep his UK medical current and adhere to any restrictions on his UK PPL medical to be able to use the privilege of the FAA 61:75 certificate.
Therefore having no instrument rating or night qualifications for his UK PPL means he cannot operate an 'N' reg aircraft in IMC or night conditions with the FAA PPL.
He doesn't have a stand alone issued FAA PPL, he has an FAA PPL 61:75 issued on the strength/basis of his UK PPL, therefore all operating privileges and restrictions associated with the UK PPL must be adhered to whilst operating an FAA 'N' registered aircraft.
No FAA medical is required for this type of 61:75 FAA licence, he must keep his UK medical current and adhere to any restrictions on his UK PPL medical to be able to use the privilege of the FAA 61:75 certificate.
Therefore having no instrument rating or night qualifications for his UK PPL means he cannot operate an 'N' reg aircraft in IMC or night conditions with the FAA PPL.
No FAA medical is required for this type of 61:75 FAA licence, he must keep his UK medical current and adhere to any restrictions on his UK PPL medical to be able to use the privilege of the FAA 61:75 certificate.
Therefore having no instrument rating or night qualifications for his UK PPL means he cannot operate an 'N' reg aircraft in IMC or night conditions with the FAA PPL.
Does a UK PLL for a pilot with no night rating have the text "Day VFR only" or "Night flying prohibited" or some similar limitation or restriction?
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From the BBC re recovery;
https://www.bbc.co.uk/news/uk-wales-47129137
https://www.bbc.co.uk/news/uk-wales-47129137
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In actual fact the original concept of the FAA 61:75 licence was to allow non US citizens the opportunity to fly 'N' aircraft while visiting the USA on say a holiday were they wanted to do some solo flying and was valid for use only within the 48 states of the US, this I believe can be extended for use outside the USA with a BFR.
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if the FAA 61:75 licence is issued on the basis of a basic UK or EASA PPL with no night or instrument qualifications then the FAA licence is also only valid for Day VFR Only. As ratings are added to the UK/EASA PPL then you can apply to the FAA to have the privileges applied the FAA 61:75 licence.
Note: I am not saying that this is what happened in this case as I don’t know either way.
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Cost sharing for PPL holders is permitted by the Regulations of EASA and the CAA who have published a guidance document CAP 1590 and, as discussed previously in this thread, it only applies to the direct operating costs of a flight. The pilot is required to make a contribution to the direct costs. As a result of this accident you imply that the CAA has in someway failed to effectively monitor activities within such operations. Considering that this flight was carried out by a USA registered aircraft from an airport in France I struggle to see how you could reach this conclusion. Regulators, including CAA, do not have unlimited resources and would not routinely monitor GA activities outside of their own State.
Where people are prepared to operate illegal flights that should be carried under an AOC the Regulators are somewhat at a disadvantage because of the need to gather objective evidence that will stand scrutiny in a Court or at an appeal hearing. In such cases the pilot and passengers are highly unlikely to act as witnesses and I would not think that passenger tickets are issued! Post # 842 articulates some of the issues.
Where people are prepared to operate illegal flights that should be carried under an AOC the Regulators are somewhat at a disadvantage because of the need to gather objective evidence that will stand scrutiny in a Court or at an appeal hearing. In such cases the pilot and passengers are highly unlikely to act as witnesses and I would not think that passenger tickets are issued! Post # 842 articulates some of the issues.
Here is an extract from CAP1590:
5. EASA Ops includes a derogation at Article 6.4(a) that allows a flight that would otherwise be a CAT flight to be flown in accordance with the operating rules for non-commercial flights subject to specific conditions. The conditions are that: The flight is a cost-shared flight by private individuals; The actual direct costs of the flight must be shared between all the occupants of the aircraft, including the pilot, up to a maximum of 6 persons; and Only other-than complex motor-powered aircraft may be used. 6. Article 13 of the ANO also allows cost-sharing for what would other......
Note in particular " only other-than non complex motor-powered aircraft ". Its been some time since I have been around club flying, but if my memory serves me right I would have thought a PA46 would fall under the complex category.
Also it must be noted that the relaxation is by way of derogation, one always needs to be so careful with that sort of permission.