Beyond Frustrated! Regulations in the EU
 

Greetings all!

I have been trying to find any set of rules that can be applied to a large cabin (Gulfstream/Global/Falcon) part 91 (Private/Non commercial) US operation.

EU OPS-1 states it is applicable to Commercial Air Transportation by Aeroplane, thus (in my mind) is not applicable to the operation/aircraft mentioned above. EU NCC is not as thorough as EU OPS-1.

Typical problem - EFVS (EVS) operations in the EU. EU OPS-1 addresses it, however, EU NCC does not. Is a large Cabin Part 91 considered commercial transportation? Does each individual state (nation) have the right to write their own rules in addition to the ones published by EASA.

Increasingly, the Private operator in the EU is being asked for authorizations form the state of registry for things such as GNSS approaches, GNNS Approaches with LPV or LNAV/VNAV, or EFVS, etc. Part 91 operators in the US do not have these authorizations, and in some cases there is no vehicle available to the operator to get one.

Incredibly frustrating to find guidance on how to find guidance. :ugh:

HELP!!!!!

Thank you in advance!

John

Welcome to EASA land!! What do you expect - simplicity, transparency, information, help or guidance from a knowledgeable source?

No chance of getting the same answer from any source over here mate, the left hand has no idea what the right hand is doing! Hardly surprising really as the rules were written by bureaucratic morons who are largely past their sell by date, and interpreted (differently) on a state by state basis due to their inability to understand (or translate) legislation written in twenty odd different languages!

Comforting!

Thank you for the reply!

John

Well, in another two years (August 2016) the latest opt-out will expire and every country within EASAland will at least have one common set of rules according EASA Part NCC.

Until then, you will continue to fly within bubbles of legal void with EU-OPS/EASA-OPS dealing with commercial operations only and EASA NCL in some countries - more and more - and national regulations in others.

Regarding EVS: EASA part NCL deals with that partly.

Thank you!

your LOA's and your International Operations Manual, along with your MMEL is sufficient as far as ramp check is concerned.
If your aircraft has a blanket authorization, you still need records of training, and your training provider had given you the appropriate certificate.

The only thing not to forget is you are "basing" a N registered A/C in Euroland, is that everything is going to change soon, better go M !!
:cool::cool:

Take the one with an M less on title with you. MMEL not well liked by EASAlalas...

Even when EU reg, at least in some countries, you can´t have these.

Guidance ? From the authorities ? Sorry mate, not over here...

MMEL.... does work if you have an LOA that says your MMEL is your MEL!

But only if that LOA has some meaning for a French (or Spanish ... they are about to overtake the French in terms of nitpicking) SACA, or SAFA if they do it the old fashioned way, inspector.

An LOA is an LOA, and it is a legal document, doesn't matter how the French or Spanish interpret it.

By the way we have been SAFA'd many times, and never have they had an issue with our MMEL/MEL when we show them our LOA.

We are also an IS-BAO part 91 operator, and IS-BAO also agrees with this.

What ISBAO agrees to is irrelevant for EASAlalas.

(and I agree with you, and LOA should be an LOA)

And if I´d were to be nitpicking, then I would say a MMEL with an LOA that says the MMEL is the MEL, is basically a MEL.

They have a tick box saying MEL and how you get there (tailored MEL or MMEL made the MEL by LOA) is/should be irrelevant.

BTW, 'MY' Authority made it absolutely clear that we need a tailerod one, there can´t be a MMEL on board if there is one item that could be on board or not (optional equipment).