Single Engine ops - pc12
Join Date: Sep 2001
Location: UK
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The answer should be simple: the most stringent regulation will prevail.
If you fly into the UK on a public transport flight with, say, a Swiss registered PC12, you'll be limited to VMC by day operations in the UK airspace. Theoretically, it would not prevent you from flying airways provided you remain VMC whilst being on a IFR flight plan.
But strangely enough, the UK ANO allows public transport in IMC (day only) provided the cloud base is more than 1000ft agl and the vis is 1NM (if my memory serves me correctly), in contradiction with JAR-OPS.
So, strictly speaking, a UK registered a/c can fly in IMC on public transport operations as the ANO prevails in this instance.
If you fly into the UK on a public transport flight with, say, a Swiss registered PC12, you'll be limited to VMC by day operations in the UK airspace. Theoretically, it would not prevent you from flying airways provided you remain VMC whilst being on a IFR flight plan.
But strangely enough, the UK ANO allows public transport in IMC (day only) provided the cloud base is more than 1000ft agl and the vis is 1NM (if my memory serves me correctly), in contradiction with JAR-OPS.
So, strictly speaking, a UK registered a/c can fly in IMC on public transport operations as the ANO prevails in this instance.
Last edited by Leo45; 4th Sep 2004 at 22:09.
Join Date: Aug 2000
Location: in a van, down by the river
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Leo45,
I would have to agree with you that the most stringent rules will govern, but who's there to police this? Can all single engine aircraft expect to be ramped if they arrive in a country that does not support SEIFR if they arrive on a IFR day, or on an IFR flight plan?
As for the UK ANO's, as I am not familiar with them I'm affair I cannot comment on that aspect of the scenerio.
Regardless, I still think that flying a single engine a/c in IFR regardless if it's for private ops or for commercial ops amounts to the same thing and i think it very strange that it's ok for one, but not for the other.
I would have to agree with you that the most stringent rules will govern, but who's there to police this? Can all single engine aircraft expect to be ramped if they arrive in a country that does not support SEIFR if they arrive on a IFR day, or on an IFR flight plan?
As for the UK ANO's, as I am not familiar with them I'm affair I cannot comment on that aspect of the scenerio.
Regardless, I still think that flying a single engine a/c in IFR regardless if it's for private ops or for commercial ops amounts to the same thing and i think it very strange that it's ok for one, but not for the other.
Join Date: Jun 2004
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just to throw a little more mud so it sticks.......there are several operators in the southern UK who sell "fractional ownership" of single turbine aircraft...thereby circumventing the public transport regulations...where theres a will..there is a way!
cheers
H
cheers
H
Join Date: Aug 2000
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I know they do the same in Switzerland. I guess then it is dependant on what the regs say regarding fractionals. I know that in the States, the reason Fractionals are so popular is that they can operate under private ops (I think that is part 91) where as in Canada they recognize fractionals as commercial ops. Hence why the obviousness of fractions in the US is far greater then in the Northern Half. I would have thought the the UK CAA would have a simular view as Canada on fractionals. I know the NetJets Europe seems to be making a go of it, but am unaware if they are private or commercial. Goor point though haughtney1.
Join Date: Jun 2004
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Just got back from flying the van across Europe..........another faultless performance, although having to hold 15 left or so to stay on track was a bit novel..as well as the seeing 200kts on the good ole' GPS. Oh and with 8 others on board.
cheers H
cheers H
