Dassault Falcon 900LX replace 32 Sqn BAE 146
 

Here ya go

https://www.raf.mod.uk/news/articles...AqlHweXUs4xOlg


https://cimg4.ibsrv.net/gimg/pprune....daf0f0133.jpeg

Already a thread running on this.

Four engines reduced to 3! A 25% reduction in emissions!:8

Not a bad little gig. Get a Falcon 900 type rating courtesy of the RAF.

Ssssh, no-one mention it's one more than the BAE125s.... :-)

G-AMILA and G-ATE?

Oddly enough, I might be wrong, but I seem to remember something about the Falcon 2000 wing being the same as the 900 but they had blanked of part of the tankage to stop people buying the twin instead of the trijet.. after all why buy three when you can fly on two and have the same range.

https://www.dassault-aviation.com/en...t/falcon-2000/

https://www.dassault-aviation.com/en...ft/falcon-900/

I used to work on a 900, nice aircraft.

How about G-OVEN and G-OUKG?

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G-OURS and G-EXEU

Right. Whenever you need to shop for an aircraft carrier or VVIP jet you go to...?

Then you leave the RAF and find out that your CAA AML rating with it is worthless with most corporate operators will want an EASA member state licence so you can sign non G aircraft. That is the truth with most job adverts for UK corporate operators now. You swap your licence?

You could have held both at one point
https://www.caa.co.uk/Commercial-ind...nance-Licence/

But i think they were referring to Pilots licences

Take off and landing performance substantially different though. I once saw the GLAM land Sarkozy on wet runway 35 at Cannes in a 900. The threshold is displaced to about a third of the way down the runway on 35, and they landed it right on the piano keys - looked like no chance of stopping. But it stopped with hundreds of metres to spare. The t/o was equally impressive.

They were. AML's you could not. You could have swapped them. I was an idiot not to. Then again COVID got in the way.

G-LIAR and G-PRAT ?

Yes you could have applied to get an EU licence then later the CAA fearing having no one left offered a dual licence if you had changed to an EU one. Not sure if it’s still possible, but I doubt it. Still odd that we now have a CAA Part 66 and CAA Section L licences.

If you hold an EASA ATPL and previously held a UK ATPL, there is a process for re-issuing a new UK licence with minimal pain. The easy route needs to be followed this year. It was not an afterthought by the CAA, but planned during the BREXIT negotiations. The hope was that EASA would reciprocate with common sense applied by both sides.

We were taking engineer licences Arthur.

You’re right. It was more aimed at the pilots rather than the maintainers though.

Great paint scheme....will it say "Made in France" by the door?

Yes, you are correct. But we are not part of EASA anymore so what EASA think of our licences is their business and not ours. We will diverge from EASA in regs very shortly so there is no commonality. Some may say for the better. I suspect otherwise. UK engineers that have already swapped licences can get CAA ones now. I know with my one current rating that is live, I am now barred from most corporate operators of the same type.in this country. And it was up to people working for G companies on G aircraft to be forced to change their NRA licence when one was still using them. I wish I had done so. As for PART 66 and Section L debate, I would stick with the PART 66 as it ended up. It is interesting to chat to guys that did section L in 1990s and myself that ended up doing the late EASA Part 66 to first type. Proof I had to obtain and prove was a lot more that the basic oral.