Private Flight Vs Under AOC
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Private Flight Vs Under AOC
Hello,
Does anybody know what are the differences of flying a Biz Jet under an AOC instead of Private flying?
I would like to know advantages and disadvantages out of both parties, pilots and owner.
3 greens!!!
Does anybody know what are the differences of flying a Biz Jet under an AOC instead of Private flying?
I would like to know advantages and disadvantages out of both parties, pilots and owner.
3 greens!!!
Essentially, under an AOC, the aircraft can be flown for hire or reward, i.e. your boss can hire it out to help recoup some costs of owning/operating the aircraft. There are also tax benefits (certainly with respect to fuel).
Under an AOC, the operation will be required to operate under whatever commercial regs apply from your authority (i.e. OPS-1 in the UK).
On the other hand, private operations provide more flexibility for the operation since FTLs, ETOPS, etc, (any conditions in OPS-1) do not apply to private operations.
Amiri01
Under an AOC, the operation will be required to operate under whatever commercial regs apply from your authority (i.e. OPS-1 in the UK).
On the other hand, private operations provide more flexibility for the operation since FTLs, ETOPS, etc, (any conditions in OPS-1) do not apply to private operations.
Amiri01
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Hi B737
It's a fairly emotive subject that has been discussed on here many times.
http://www.pprune.org/biz-jets-ag-fl...tors-ops1.html
Essentially, know the law and set up an operation based around the requirements. Basically, if the aircraft is going to be hired out to 3rd parties, be very careful to ensure your the right side of the line.
It's a fairly emotive subject that has been discussed on here many times.
http://www.pprune.org/biz-jets-ag-fl...tors-ops1.html
Essentially, know the law and set up an operation based around the requirements. Basically, if the aircraft is going to be hired out to 3rd parties, be very careful to ensure your the right side of the line.
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Lets start with the basics...
Where do you want to operate?
In EASA land (Europe) we are facing a huge change - private operating is seen as no good and therefore will be punished. Welcome to the socialistic states of Europe.
As of 8th April 2014 latest, a private operator with an airplane registered in EU-lalaland will have to obey the rules laid down in EASA-OPS annex VII (NCC) NCC stands for non commercial complex airplane.
The basic difference will be:
privately you will be able to operate into smaller airfields (no runway perf. multiplier) and will pay for that by mineral oil tax, Italian aircraft tax when staying longer than 48 hrs on their holy soil, VAT, you will be seen as inferior to any commercial operator when it comes to slots or traffic rights.
You will have to have either your own CAMO or contract one, just as a commercial operator does. You will have to obey to flight duty time regs (as you have to already, if your pilots are employed as pilots, contrary to what some here suggest - at least in Germany that is the case)
You will need a Safety Management System, as the comm ops do.
If you are operating commercially, the structure you need to have is a tad ( not much anymore ) more complicated compared to the private field. For the higher costs of that youŽll get some benefits, such as min oil tax, VAT refunding etc.
And - according to some members of the forum - you will be a better human being....
Where do you want to operate?
In EASA land (Europe) we are facing a huge change - private operating is seen as no good and therefore will be punished. Welcome to the socialistic states of Europe.
As of 8th April 2014 latest, a private operator with an airplane registered in EU-lalaland will have to obey the rules laid down in EASA-OPS annex VII (NCC) NCC stands for non commercial complex airplane.
The basic difference will be:
privately you will be able to operate into smaller airfields (no runway perf. multiplier) and will pay for that by mineral oil tax, Italian aircraft tax when staying longer than 48 hrs on their holy soil, VAT, you will be seen as inferior to any commercial operator when it comes to slots or traffic rights.
You will have to have either your own CAMO or contract one, just as a commercial operator does. You will have to obey to flight duty time regs (as you have to already, if your pilots are employed as pilots, contrary to what some here suggest - at least in Germany that is the case)
You will need a Safety Management System, as the comm ops do.
If you are operating commercially, the structure you need to have is a tad ( not much anymore ) more complicated compared to the private field. For the higher costs of that youŽll get some benefits, such as min oil tax, VAT refunding etc.
And - according to some members of the forum - you will be a better human being....
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Very well put Dudeness!
From what I understand, the requirement for EASA OPS is not limited just to EU reg A/C, but any reg. The qualifying criteria being if the A/C is based, or predomenantly operated in the EU.
From what I understand, the requirement for EASA OPS is not limited just to EU reg A/C, but any reg. The qualifying criteria being if the A/C is based, or predomenantly operated in the EU.
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Forgive my ignorance!
If you are a private operator a/c reg in Aruba eg, you still can't do what you want, can you?
E.g. You can't go do Cat 3b whenever you fancy, you can't do ETOPS. Or am I wrong?
A commercial operator puts their case to the reg authority for AWOPS (for example), if this is granted then they have to apply to each state where they want to carry out Cat 3 ops.
I wasn't allowed to do Cat 3 HUD on a BBJ as an AOC operator cos the Authority thought it was "White mans magic". What would be the score for a private BBJ?
E.g. You can't go do Cat 3b whenever you fancy, you can't do ETOPS. Or am I wrong?
A commercial operator puts their case to the reg authority for AWOPS (for example), if this is granted then they have to apply to each state where they want to carry out Cat 3 ops.
I wasn't allowed to do Cat 3 HUD on a BBJ as an AOC operator cos the Authority thought it was "White mans magic". What would be the score for a private BBJ?
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ETOPS approval is required when operating commercially, not required when private.
Cat III...you need approval to shoot anything higher than CAT I, so youŽd have to check with you authority what to do to get a CAT III approval. (most likey, SOPs, Manual, training, a certain amount of CAT III landings to stay current...)
Cat III...you need approval to shoot anything higher than CAT I, so youŽd have to check with you authority what to do to get a CAT III approval. (most likey, SOPs, Manual, training, a certain amount of CAT III landings to stay current...)
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Presumably then, you go to the Aruba CAA, cap in hand, with a list of the things you want.
RVSM, MNPS, CAT3.for starters?
they will tell you what they want to see, apart from the colour of your money.
structured SOPS, training etc.
RVSM, MNPS, CAT3.for starters?
they will tell you what they want to see, apart from the colour of your money.
structured SOPS, training etc.
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737 -800W
That's very considerate of you : ) all the best too
Addendum
As my posts were a light hearted wind up but not taken that way I have deleted them
Pace
That's very considerate of you : ) all the best too
Addendum
As my posts were a light hearted wind up but not taken that way I have deleted them
Pace
Last edited by Pace; 29th Feb 2012 at 10:11.
