C of A/ Permit to fly
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C of A/ Permit to fly
Hi all,
I'm a completely clueless non Engineering type person and am keen to understand the difference between a Certificate of airworthiness and a permit to fly, Are they one in the same? Would someone please mind explaining to me in simple English what they mean and what the differences are?
Thanks,
Rus.
I'm a completely clueless non Engineering type person and am keen to understand the difference between a Certificate of airworthiness and a permit to fly, Are they one in the same? Would someone please mind explaining to me in simple English what they mean and what the differences are?
Thanks,
Rus.
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A Certificate of Airworthiness is an internationally recognised document, confirming basically that the aircraft complies with a certificated design (i.e. one with a type certificate and data sheet). The design standards are agreed by ICAO and implemented, with slight variations, by each airworthiness authority.
Several aircraft either are not type certificated (ex-military, amateur built, historic etc) and so cannot be issued with a CofA. A national authority, however, can authorise those aircraft to fly in their own national airspace with a permit to fly - usually with a requirement to demonstrate that they are airworthy and have satisfactory characteristics.
A permit to fly is not internationally recognised, so requires separate authorisation to fly abroad from the appropriate authority. In the case of amateur built in Europe there is an agreement that allows a degree of mutual recognition (ECAC 1980, I believe).
Several aircraft either are not type certificated (ex-military, amateur built, historic etc) and so cannot be issued with a CofA. A national authority, however, can authorise those aircraft to fly in their own national airspace with a permit to fly - usually with a requirement to demonstrate that they are airworthy and have satisfactory characteristics.
A permit to fly is not internationally recognised, so requires separate authorisation to fly abroad from the appropriate authority. In the case of amateur built in Europe there is an agreement that allows a degree of mutual recognition (ECAC 1980, I believe).
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Mark1,
Thanks for the reply. The reason i'm asking is regarding historic Auster aircraft, some i've seen have C of A's and other are on a Permit to fly, which got the cogs turning as i couldn't distguish why they could be different? So out of the two, which would be the most stringent set of rules, and if looking towards purchasing an aircraft which would be better to have, the C of A or Permit, or doesn’t matter.......
I apologise if these are all straight forward bone questions but i'm a complete novice on the Engineering side of aviation.
Rus
Thanks for the reply. The reason i'm asking is regarding historic Auster aircraft, some i've seen have C of A's and other are on a Permit to fly, which got the cogs turning as i couldn't distguish why they could be different? So out of the two, which would be the most stringent set of rules, and if looking towards purchasing an aircraft which would be better to have, the C of A or Permit, or doesn’t matter.......
I apologise if these are all straight forward bone questions but i'm a complete novice on the Engineering side of aviation.
Rus
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Rus,
I'm a bit familiar with the Auster issue. You'll find plenty of debate on some of the other forums about this. To maintain a CofA there has to be a design authority responsible for the type certificate. If it no longer becomes possible to maintain an aircraft according to the type certificate, then the authorities may consider allowing them on a permit basis.
The approval costs are similar either way, though a permit aircraft may be able to use cheaper alternative parts if they are of suitable quality.
Some smaller permit aircraft can be maintained on a scheme administered by the PFA where the owner can perform their own maintenance under the supervision of an inspector, who signs off the maintenance release for the log book.
Permit aircraft are much more restricted with regard to public transport or aerial work operation.
I believe most Auster owners favour being allowed to go onto permit, but it's not unanimous.
I'm a bit familiar with the Auster issue. You'll find plenty of debate on some of the other forums about this. To maintain a CofA there has to be a design authority responsible for the type certificate. If it no longer becomes possible to maintain an aircraft according to the type certificate, then the authorities may consider allowing them on a permit basis.
The approval costs are similar either way, though a permit aircraft may be able to use cheaper alternative parts if they are of suitable quality.
Some smaller permit aircraft can be maintained on a scheme administered by the PFA where the owner can perform their own maintenance under the supervision of an inspector, who signs off the maintenance release for the log book.
Permit aircraft are much more restricted with regard to public transport or aerial work operation.
I believe most Auster owners favour being allowed to go onto permit, but it's not unanimous.
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Permit to fly
In addition to the above, in the good old CAA BCAR days, any aircraft that needed to fly on say a ferry positioning flight, or airtest, with an expired C of A, could be issued with a Fitness for Flight iaw BCAR section A Chapter A3-7 certified by an appropriatly licensed engineer.( known as A conditions, or B conditions if applicable)
Under EASA, if an aircraft needs to fly without a C of A for whatever reason, on a temporary one off flight for example, requires the CAA to issue a Permit to Fly, valid for 7 days for example, which is a different thing, further reading is CAA AWN no 9. so a Permit to Fly may be a permenent certificate for a Non EASA aircraft, or a temp certificate for an EASA aircraft. Hope this makes sense.
Best regards,
om15
Under EASA, if an aircraft needs to fly without a C of A for whatever reason, on a temporary one off flight for example, requires the CAA to issue a Permit to Fly, valid for 7 days for example, which is a different thing, further reading is CAA AWN no 9. so a Permit to Fly may be a permenent certificate for a Non EASA aircraft, or a temp certificate for an EASA aircraft. Hope this makes sense.
Best regards,
om15
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If you're not bothered about night and IMC, and enjoy working on your own aeroplane, then a PFA permit will probably be the most attractive option.
Depending how things develop, it may transpire that all Austers go onto permit anyway.
Depending how things develop, it may transpire that all Austers go onto permit anyway.
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In addition to above for c of a more paperwork, possible visit to maint org and more cost and involvement of CAA ( things changing, I believe, to rolling yearly checks instead of 3 yrly checks ). Maint work should be carried out by ( or certified by ) licenced engineer ( starting to become rare and expensive ). PFA permit to fly ( as oppossed to CAA permit ) bit less paperwork, cheaper and maint can be carried by Owner and Pfa inspector ( more realistic costs ).
