VP registered a/c
Join Date: May 2001
Location: Orlando, Florida, USA
Age: 44
Posts: 29
Likes: 0
Received 0 Likes
on
0 Posts
(Relatively) small answers if I understand it correctly:
1. If the VP-registered aircraft is in the US, and you have a FAA certificate, feel free to fly it anywhere within the US (this ties into #3 below)
2. If the VP-reg aircraft is in the VP country where it is registered, then you need a pilot's license issued from that country where it is registered, either from taking a checkride or obtaining one on the basis of a foreign license.
3. If the VP-reg aircraft is in a country other than where it is registered (such as sitting in the US), then you either need a license from the country where it is presently located, or a license from the country where the aircraft is registered (although I imagine if you were taking off from somewhere outside the US, bound for the US and you have a FAA certificate, they would be ok with that).
Enjoy.
1. If the VP-registered aircraft is in the US, and you have a FAA certificate, feel free to fly it anywhere within the US (this ties into #3 below)
2. If the VP-reg aircraft is in the VP country where it is registered, then you need a pilot's license issued from that country where it is registered, either from taking a checkride or obtaining one on the basis of a foreign license.
3. If the VP-reg aircraft is in a country other than where it is registered (such as sitting in the US), then you either need a license from the country where it is presently located, or a license from the country where the aircraft is registered (although I imagine if you were taking off from somewhere outside the US, bound for the US and you have a FAA certificate, they would be ok with that).
Enjoy.
Join Date: Mar 2006
Location: TLV
Age: 50
Posts: 113
Likes: 0
Received 0 Likes
on
0 Posts
For any aircraft whatsoever, you need a license from the country where it is registered, meaning Cayman for VP-C__ airplanes or Bermuda for VP-B__ airplanes.
The only exception is that the case where this aircraft is leased to an operator in another state, then you would have to have the operator's state license.
So, if it privately owned, you would have to have Cayman or Bermuda license. If it leased to an American operator then you would need FAA license.
Having said that, getting a Bermuda or Cayman license based on your FAA license is a matter of a few business days and a couple of faxes.
Good Luck.
The only exception is that the case where this aircraft is leased to an operator in another state, then you would have to have the operator's state license.
So, if it privately owned, you would have to have Cayman or Bermuda license. If it leased to an American operator then you would need FAA license.
Having said that, getting a Bermuda or Cayman license based on your FAA license is a matter of a few business days and a couple of faxes.
Good Luck.
Join Date: Oct 2006
Location: Antigua, W.I.
Posts: 127
Likes: 0
Received 0 Likes
on
0 Posts
Don't agree with this. AFAIK, you MUST have a licence issued by the territory of registration. However, if the VP aircraft is being operated, or leased, by a company in the US, then the company should be able to obtain validation of US licence by the VP territoryn (at a cost, of course).
Some time back, a company I was with leased a N registered aircraft to operate in a VP territory. We all had to get US validations of our VP licences - not much trouble, just documentation, at the time.
Some time back, a company I was with leased a N registered aircraft to operate in a VP territory. We all had to get US validations of our VP licences - not much trouble, just documentation, at the time.
Join Date: Sep 1999
Location: 8N 98E
Posts: 47
Likes: 0
Received 0 Likes
on
0 Posts
I fly a private VP-C registered aircraft which is based mainly in the Middle East and Europe. I have a JAA licence but it had to be validated by the Cayman Islands CAA which is just a simple paperwork exercise based on your home licence. However, if the aircraft is going to operate commercially eg FAR 121, based in another state then you would ALSO need to have your licence validated in that state as well, which may not be so simple, depending on the state concerned.
Hope that helps.
Hope that helps.
Gatvol
Join Date: Jun 2000
Location: KLAS/TIST/FAJS/KFAI
Posts: 4,195
Likes: 0
Received 0 Likes
on
0 Posts
Funny things, one of the biggest out there is a 747SP VP-BLK owned by the Sands Corporation in Las Vegas. Address (Mail Drop) in the BVI. Would get a chuckle if they ever tried to land that one on Beef Island..
As with most of those registrations its just a scam to keep from paying the fees and adhering to the standards of the country in which they really make the money.
As with most of those registrations its just a scam to keep from paying the fees and adhering to the standards of the country in which they really make the money.
Join Date: May 2001
Location: Orlando, Florida, USA
Age: 44
Posts: 29
Likes: 0
Received 0 Likes
on
0 Posts
This is quite an interesting and important topic! Especially if you get a phone call some day, asking if you can provide your pilot services for a flight from A to B within the US, on a foreign registered airplane. Making income to pay the bills is always good...
Sounds like Abacus is on the right track. An airplane becomes too limited if you can only fly it within the single country where you have a license, when the airplane is registered in a different country. Get a validation from the country of registry if the local regulations require it or if you need to fly it in more than one country.
Check 6 is right on with 14 CFR 61.3.
Anyhow, I came across a case ruling while reading a book this evening, one entitled "Federal Aviation Regulations Explained Parts 1, 119, and 135," printed by Jeppesen, authored by Kent S. Jackson and Lori N. Edwards. Lots of good stuff in there especially with regards to how the FAA has its own rules interpreted. So, I copied to this posting, the pertinent parts of the ruling from a website where I fished really deep to find the original ruling. I wanted to know the full story, as the ..Explained book only has a small excerpt. BTW, Complainant is the FAA in this case...FAA versus Evergreen Helicopters of Alaska, Inc...FAA's pursuit of violations was dismissed:
"In the Matter of Evergreen Helicopters of Alaska, Inc.
Order No. 2000-12 (6/8/2000)
Dismissal affirmed. Under a contract with the United Nations, Evergreen transported passengers on a U.S.-registered aircraft as part of a peacekeeping mission, using Angolan pilots on 19 flights that took place entirely inside Angola. The pilots held only Angolan airline transport pilot certificates; they did not hold U.S. airline transport pilot certificates. The Administrator rejected Complainant's argument that Evergreen violated 14 CFR 135.234(a) by using pilots who lacked U.S airline transport pilot certificates. Regardless of what the drafters intended, the regulation on its face does not require that a pilot-in-command hold a U.S.-issued certificate. Moreover, 14 CFR 61.3 expressly permits the use of a certificate by the country in which the aircraft is operated. This plain meaning interpretation of the regulations is consistent with a prior written interpretation issued by the agency."
and here's 14 CFR 61.3:
61.3 - Requirement for certificates, ratings, and authorizations.
(a) Pilot certificate. A person may not act as pilot in command or in any other capacity as a required pilot flight crewmember of a civil aircraft of U.S. registry, unless that person (1) Has a valid pilot certificate or special purpose pilot authorization issued under this part in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. However, when the aircraft is operated within a foreign country, a current pilot license issued by the country in which the aircraft is operated may be used; and (2) Has a photo identification that is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. The photo identification must be a: (i) Valid driver's license issued by a State, the District of Columbia, or territory or possession of the United States; (ii) Government identification card issued by the Federal government, a State, the District of Columbia, or a territory or possession of the United States; (iii) U.S. Armed Forces' identification card; (iv) Official passport; (v) Credential that authorizes unescorted access to a security identification display area at an airport regulated under 49 CFR part 1542; or (vi) Other form of identification that the Administrator finds acceptable.
(b) Required pilot certificate for operating a foreign-registered aircraft. A person may not act as pilot in command or in any other capacity as a required pilot flight crewmember of a civil aircraft of foreign registry within the United States, unless that person's pilot certificate: (1) Is valid and in that person's physical possession, or readily accessible in the aircraft when exercising the privileges of that pilot certificate; and (2) Has been issued under this part, or has been issued or validated by the country in which the aircraft is registered.
The link to the case ruling:
http://regulations.vlex.com/vid/nois...index-23095817
enjoy,
gear down props forward
Sounds like Abacus is on the right track. An airplane becomes too limited if you can only fly it within the single country where you have a license, when the airplane is registered in a different country. Get a validation from the country of registry if the local regulations require it or if you need to fly it in more than one country.
Check 6 is right on with 14 CFR 61.3.
Anyhow, I came across a case ruling while reading a book this evening, one entitled "Federal Aviation Regulations Explained Parts 1, 119, and 135," printed by Jeppesen, authored by Kent S. Jackson and Lori N. Edwards. Lots of good stuff in there especially with regards to how the FAA has its own rules interpreted. So, I copied to this posting, the pertinent parts of the ruling from a website where I fished really deep to find the original ruling. I wanted to know the full story, as the ..Explained book only has a small excerpt. BTW, Complainant is the FAA in this case...FAA versus Evergreen Helicopters of Alaska, Inc...FAA's pursuit of violations was dismissed:
"In the Matter of Evergreen Helicopters of Alaska, Inc.
Order No. 2000-12 (6/8/2000)
Dismissal affirmed. Under a contract with the United Nations, Evergreen transported passengers on a U.S.-registered aircraft as part of a peacekeeping mission, using Angolan pilots on 19 flights that took place entirely inside Angola. The pilots held only Angolan airline transport pilot certificates; they did not hold U.S. airline transport pilot certificates. The Administrator rejected Complainant's argument that Evergreen violated 14 CFR 135.234(a) by using pilots who lacked U.S airline transport pilot certificates. Regardless of what the drafters intended, the regulation on its face does not require that a pilot-in-command hold a U.S.-issued certificate. Moreover, 14 CFR 61.3 expressly permits the use of a certificate by the country in which the aircraft is operated. This plain meaning interpretation of the regulations is consistent with a prior written interpretation issued by the agency."
and here's 14 CFR 61.3:
61.3 - Requirement for certificates, ratings, and authorizations.
(a) Pilot certificate. A person may not act as pilot in command or in any other capacity as a required pilot flight crewmember of a civil aircraft of U.S. registry, unless that person (1) Has a valid pilot certificate or special purpose pilot authorization issued under this part in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. However, when the aircraft is operated within a foreign country, a current pilot license issued by the country in which the aircraft is operated may be used; and (2) Has a photo identification that is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. The photo identification must be a: (i) Valid driver's license issued by a State, the District of Columbia, or territory or possession of the United States; (ii) Government identification card issued by the Federal government, a State, the District of Columbia, or a territory or possession of the United States; (iii) U.S. Armed Forces' identification card; (iv) Official passport; (v) Credential that authorizes unescorted access to a security identification display area at an airport regulated under 49 CFR part 1542; or (vi) Other form of identification that the Administrator finds acceptable.
(b) Required pilot certificate for operating a foreign-registered aircraft. A person may not act as pilot in command or in any other capacity as a required pilot flight crewmember of a civil aircraft of foreign registry within the United States, unless that person's pilot certificate: (1) Is valid and in that person's physical possession, or readily accessible in the aircraft when exercising the privileges of that pilot certificate; and (2) Has been issued under this part, or has been issued or validated by the country in which the aircraft is registered.
The link to the case ruling:
http://regulations.vlex.com/vid/nois...index-23095817
enjoy,
gear down props forward
Join Date: Jul 2008
Location: Canada
Posts: 12
Likes: 0
Received 0 Likes
on
0 Posts
A VP- registration is used in any one of the former British Colonies worldwide.
Until perhaps 15 years ago when the OECS (Organisation of East Caribbean States) formed their own CAA, most independent Caribbean countries operated VP- registered aircraft under the British Air Navigation - Overseas Territories - Act which was frozen at the date of independence of that particular country (Barbados has one version, Antigua another - their independence dates are different) , and some still do, even though they may come under the Directorate of Civil Aviation OECS based in Antigua. The OECS now have their own Air Law and Air Navigation Regulations, and a common DCA.
So far as I know, to operate a VP-registered aircraft you are required to comply with the licensing requirements of the country or British Overseas Territory in which the aircraft is operating (where it is registered). I am not aware of any loopholes in these Regulations such as discussed above concerning FAA Regulations.
Until perhaps 15 years ago when the OECS (Organisation of East Caribbean States) formed their own CAA, most independent Caribbean countries operated VP- registered aircraft under the British Air Navigation - Overseas Territories - Act which was frozen at the date of independence of that particular country (Barbados has one version, Antigua another - their independence dates are different) , and some still do, even though they may come under the Directorate of Civil Aviation OECS based in Antigua. The OECS now have their own Air Law and Air Navigation Regulations, and a common DCA.
So far as I know, to operate a VP-registered aircraft you are required to comply with the licensing requirements of the country or British Overseas Territory in which the aircraft is operating (where it is registered). I am not aware of any loopholes in these Regulations such as discussed above concerning FAA Regulations.
Join Date: Dec 2008
Location: JEDDAH
Posts: 37
Likes: 0
Received 0 Likes
on
0 Posts
I am a Saudi pilot nationality hold a CPL/IR with multi engine rating from Philippines CAAP (Civil Aviation Authority of Philippines). My uncle has a heavy Jet aircraft registered in CAYMAN ISLANDS with (VP-Cxx). My question is Can I fly as a first officer on his aircraft with my licenses (of course after getting the type rating).
regards
regards
Join Date: Oct 2003
Location: Sandi Arabia
Age: 63
Posts: 122
Likes: 0
Received 0 Likes
on
0 Posts
VP Registered ...
OK, here it is straight form the horses ...
You can operate a VP-Bxx / VP-Cxx / VP-Qxx anywhere in the world if and only if you have validated your license (Holding proper rating) ... They accept FAA or JAA licenses for validation (other Countries ?? You have to check )....
Now. If you have an FAA license and you want to fly (Let's say) a VP-Bxx aircraft registered aircraft in the US, you HAVE to have a Bermuda validation .... as you have to have it to fly it anywhere else ...
You CANNOT operate a VP-B ... VP-C ... VP-Q ... registered aircraft anywhere WITHOUT the proper validation from the authorities of the country of registration ... (Other rules apply if operated under 135/121)
These registratios might be good for tax pourpuses, but when it comes to flying regulations, they are way more stringent that a lot of other registrations ... (Eg. "N" )
Need more info ???
(Bermuda Department of Civil Aviation) for one ....
Pilocol ... VP-Bxx Pilot
Keep it safe ...
You can operate a VP-Bxx / VP-Cxx / VP-Qxx anywhere in the world if and only if you have validated your license (Holding proper rating) ... They accept FAA or JAA licenses for validation (other Countries ?? You have to check )....
Now. If you have an FAA license and you want to fly (Let's say) a VP-Bxx aircraft registered aircraft in the US, you HAVE to have a Bermuda validation .... as you have to have it to fly it anywhere else ...
You CANNOT operate a VP-B ... VP-C ... VP-Q ... registered aircraft anywhere WITHOUT the proper validation from the authorities of the country of registration ... (Other rules apply if operated under 135/121)
These registratios might be good for tax pourpuses, but when it comes to flying regulations, they are way more stringent that a lot of other registrations ... (Eg. "N" )
Need more info ???
(Bermuda Department of Civil Aviation) for one ....
Pilocol ... VP-Bxx Pilot
Keep it safe ...
Join Date: Dec 2008
Location: JEDDAH
Posts: 37
Likes: 0
Received 0 Likes
on
0 Posts
ok sir I got that
What about if the aircraft will operate in the Middle East and it's a private jet (non-schedule flight) with Cayman Islands reg. VP-Cxx. Can I fly it with my licenses as I told u before?
Thanks again
What about if the aircraft will operate in the Middle East and it's a private jet (non-schedule flight) with Cayman Islands reg. VP-Cxx. Can I fly it with my licenses as I told u before?
Thanks again
Join Date: Oct 2003
Location: Sandi Arabia
Age: 63
Posts: 122
Likes: 0
Received 0 Likes
on
0 Posts
Vp-C
You still have to validate your license from the state of registry "Cayman" and then you should check with the insurance, some times they require a minimun amount of hours before one can fly it Capt. or FO...
You have to check with Cayman DCA and see if they can validate your License ... if not, they can give you options.
I honestly don't know if they do validate Philipines or not.
Keep it safe ..
You have to check with Cayman DCA and see if they can validate your License ... if not, they can give you options.
I honestly don't know if they do validate Philipines or not.
Keep it safe ..
Join Date: Sep 2000
Location: On the Beach, On the Rock, On the Lake
Posts: 49
Likes: 0
Received 0 Likes
on
0 Posts
Cayman Island License?
Looks like I maybe flying a VP registered aircraft soon and the process of getting an LVC based upon my Canadian license is pretty straight forward....but can I get an actual Cayman Island License rather than the LVC..?
Join Date: May 2003
Location: Europe
Posts: 627
Likes: 0
Received 0 Likes
on
0 Posts
VPīS
To obtain the full license you need to physically go there and apply for the license, show your credentials and then do the exams and a check flight. After completion of all requirements you can obtain a full licence and not a validation only.
To fly with a Philippino issued licence anywhere you need to abtain a validation from VP-Authority. Doesnīt matter if you fly localy only in ME. Do not forgett the insurance, if something happens they refuse the compensation if the documenatation is not in order. It is just a few faxes sent to them and some feeīs paid and then you have it.
The VP-A+C+Q registration is also to evade TAX or juridistriction. I have seen VP-registered planes operated from Aeroflot. Not only individuals use that register, also majors.
There would be also further benefit to that. It is not to operate without any law and regulations. Try as a lease company to secure a Plane in some countries when the register is localy. There are some benefits to have the plane registered somewhere else.
Fly safe and land happy
NG
To fly with a Philippino issued licence anywhere you need to abtain a validation from VP-Authority. Doesnīt matter if you fly localy only in ME. Do not forgett the insurance, if something happens they refuse the compensation if the documenatation is not in order. It is just a few faxes sent to them and some feeīs paid and then you have it.
The VP-A+C+Q registration is also to evade TAX or juridistriction. I have seen VP-registered planes operated from Aeroflot. Not only individuals use that register, also majors.
There would be also further benefit to that. It is not to operate without any law and regulations. Try as a lease company to secure a Plane in some countries when the register is localy. There are some benefits to have the plane registered somewhere else.
Fly safe and land happy
NG
