Foreign Operators whose principal operations are UK based
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Foreign Operators whose principal operations are UK based
UAE GCAA CAAP 8 states
5. POLICY
(a) Foreign aircraft of any category are not permitted to be based in the UAE
without authority. An aircraft shall be deemed to be based in the UAE
when, in the opinion of the GCAA, its principal operations,
administration and/or maintenance facilities are located in the UAE.
Unquote
The CAA should apply this policy to foreign operators in the UK ie Ryan Air forcing them to acceed to UK CAA oversite? If would be extremely difficult for Ryan Air to argue that their principle operations are not UK based.
The oversight of the CAA would prove beneficial.
EM
5. POLICY
(a) Foreign aircraft of any category are not permitted to be based in the UAE
without authority. An aircraft shall be deemed to be based in the UAE
when, in the opinion of the GCAA, its principal operations,
administration and/or maintenance facilities are located in the UAE.
Unquote
The CAA should apply this policy to foreign operators in the UK ie Ryan Air forcing them to acceed to UK CAA oversite? If would be extremely difficult for Ryan Air to argue that their principle operations are not UK based.
The oversight of the CAA would prove beneficial.
EM
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what the GCAA say and what they do are different
Several operators are based in UAE with N reg aircraft and conducting Charters. When the GCAA are advised, the reply is "so what, we are powerless to act".
The GCAA turns a blind eye to almost all breaches of the ANO, (CAR), and should a Pilot complain with an ASR, he is repremended.
So it is no different in UAE, trust me.
glf
The GCAA turns a blind eye to almost all breaches of the ANO, (CAR), and should a Pilot complain with an ASR, he is repremended.
So it is no different in UAE, trust me.
glf
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Shot one
That is the thrust of my arguement. It has nothing to do with what goes on in the UAE. I believe that the principle of the ruling should be applied in the UK
That is the thrust of my arguement. It has nothing to do with what goes on in the UAE. I believe that the principle of the ruling should be applied in the UK
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The industry would certainly benefit from Ryanair being required to operate to the same rules as other UK based airlines
FTLs?
Ryanair is EU-Ops compliant. If the UK CAA wish to further restrict FTLs within the existing framewrk they are entitled to do so, however, the Belgian,,Dutch, Irish etc Authorities don't have to follow suit.
Maintenance? All covered by EU Ops.
Operating Procedures? One man's Part A Section 8 is pretty much the same as another man's.
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I think the current validating of non JAA licences would grind to a halt under the CAA., thereby taking away one of the cost advantages Ryanair has over opposition with regards to crew....
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The question concerns oversight of foreign operators, who choose to trade primarily within the UK, by the CAA.
OM Part A section 8 or FTL schemes (CAP 371?) as applicable to that operator are but a small part of the whole oversight.
Ryan Air is an operator that falls within the question posed but not the only one, I'm sure. Any foreign operator that is compliant with EU-OPS and will be compliant with soon to come IR-OPS would not object to any scrutiny by aviation authority of the country of which they make the most money, ie the UK.
UK AOC holders are subject to the strictest rules and oversight in Europe. The rules regarding air safety should be governed by the highest and not the lowest common denominator. So why should foreign operators not play on a level playing field when it comes to the costs that UK AOC holders have to bear that compliance with CAA regulations bring not to mention the enhanced air safety regimes.
OM Part A section 8 or FTL schemes (CAP 371?) as applicable to that operator are but a small part of the whole oversight.
Ryan Air is an operator that falls within the question posed but not the only one, I'm sure. Any foreign operator that is compliant with EU-OPS and will be compliant with soon to come IR-OPS would not object to any scrutiny by aviation authority of the country of which they make the most money, ie the UK.
UK AOC holders are subject to the strictest rules and oversight in Europe. The rules regarding air safety should be governed by the highest and not the lowest common denominator. So why should foreign operators not play on a level playing field when it comes to the costs that UK AOC holders have to bear that compliance with CAA regulations bring not to mention the enhanced air safety regimes.
Precisely - Ryanair can operate from the UK, in the same way that Easyjet can operate domestically in France, and between German cities and countries other than the UK.
Can't see the problem myself, unless we are trying to suggest that Irish regulations don't come up to EU standards.
Can't see the problem myself, unless we are trying to suggest that Irish regulations don't come up to EU standards.
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If Ryanair's maintenance standards were reduced to what the CAA seem to find acceptable ("Not our job to tell people how to do it, do you see, that's the operator's responsibility. Another cup?") they could save a lot of money. They wouldn't, of course, because that saving turns into greater costs of delays and diversions.
It's time for we Brits to wake up to the fact that some of the worst standards in the world are to be found in hangars in Britain, as are some of the best. The point is that it depends on the company; the CAA is irrelevant. It's a piece of stunning arrogance, to say nothing of ignorance, to suggest that
There are NAAs about whom you could say that. But the CAA is not one of them.
It's time for we Brits to wake up to the fact that some of the worst standards in the world are to be found in hangars in Britain, as are some of the best. The point is that it depends on the company; the CAA is irrelevant. It's a piece of stunning arrogance, to say nothing of ignorance, to suggest that
The oversight of the CAA would prove beneficial.
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Oh Pulleeze,
let me be the one who does your assessment when you apply for a job when your company goes out of business.
And puleeze let me do your Line Training.
Nothing I like better than putting a complete arsewipe in his place.
At FR we benefit from the experiences and cultural differences of several nationalities and we are all better for it.
let me be the one who does your assessment when you apply for a job when your company goes out of business.
And puleeze let me do your Line Training.
Nothing I like better than putting a complete arsewipe in his place.
At FR we benefit from the experiences and cultural differences of several nationalities and we are all better for it.
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It's my observation the RT standards exhibited in UK airspace by Ryanair crews frequently fall below those of other locally-based operators, many of which, including my own, employ pilots from all 4 points of the globe, but unlike FR aren't permitted to accept validations of ICAO licences issued in exotic climbs.
And Slim we are most unlikely to meet on the line now or at any time in the future
Regards etc.
And Slim we are most unlikely to meet on the line now or at any time in the future
Regards etc.
Last edited by Astrocaryum vulgare; 21st Dec 2008 at 14:55.
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The CAA should apply this policy to foreign operators in the UK ie Ryan Air forcing them to acceed to UK CAA oversite? If would be extremely difficult for Ryan Air to argue that their principle operations are not UK based.
The oversight of the CAA would prove beneficial.
The oversight of the CAA would prove beneficial.
Aer Lingus haven't had an accident in over 40 years.
I'm afraid that statement is untrue .... Shorts 360 EI-BEM
I was working for EI at LHR at the time.
ASN Aircraft accident Shorts 360-100 EI-BEM East Midlands Airport (EMA)