VFR flight on-top
Joined: Dec 2001
Posts: 546
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From: europe
I am confused by IO504's post.
It would appear that the present application of rules in fact encourages pilots to switch their aircraft from G to N reg, thus enabling them to exercise their FAA IR in full. Or is there something I have missed?
Another conclusion I am reaching is that getting an FAA IR is a waste of money and time if you intend to stick with G reg. Am I correct?
Lastly did anyone ever get a definitive answer as to the usability of an FAA IR in a G reg in any other European countries?
It would appear that the present application of rules in fact encourages pilots to switch their aircraft from G to N reg, thus enabling them to exercise their FAA IR in full. Or is there something I have missed?
Another conclusion I am reaching is that getting an FAA IR is a waste of money and time if you intend to stick with G reg. Am I correct?
Lastly did anyone ever get a definitive answer as to the usability of an FAA IR in a G reg in any other European countries?
Joined: Jun 2003
Posts: 13,787
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From: EuroGA.org
bluskis
I may have misunderstood you but here is a summary:
The reason why so many pilots are going for N-reg is simply that if somebody wants to fly IFR outside the UK, they need the full IR.
(The UK has the IMC Rating which is pretty good for getting about IFR, and there is therefore less NEED for an IR here)
To get the privileges of an IR, the country of issue of the IR must match the country of registration of the aircraft.
You can go for a JAA IR but unfortunately this involves the ATPL ground school which is a lot of study. This could then be used with a G-reg (if issued in the UK). Most people who have done this say the workload is quite ridiculous for PPL type flying, and frankly a lot of them let it expire unless they really use it (and very few use it enough unless commercially).
The alternative is the FAA IR which involves a lot less study and also has an easier medical (FAA Class 3) but it needs an N-reg aircraft. The FAA also requires than an N-reg plane is flown by an FAA license holder so you also need an FAA PPL.
You can fly a G-reg with an FAA PPL/IR, IFR in the UK, but only outside controlled airspace. However if you happen to have a UK/JAA PPL then your FAA IR entitles you to an IMC Rating which allows you to fly IFR in CAS also (but still not Class A, for that you do need an N-reg plane).
N-reg has various other benefits concerning maintenance costs, fitting FAA-approved mods, etc.
So it really depends mainly on whether you want to fly IFR outside the UK. Sadly, due to the airspace structure and regulations outside the UK, or terrain, IFR is almost unavoidable in many places except on really good summer days.
One could debate the wisdom of the rules but we can't change them. This nonsense dates back to the ICAO treaty, pre-WW2 I think, and was done to allow e.g. a Panam captain to fly into LHR without having to have a UK ATPL.
I may have misunderstood you but here is a summary:
The reason why so many pilots are going for N-reg is simply that if somebody wants to fly IFR outside the UK, they need the full IR.
(The UK has the IMC Rating which is pretty good for getting about IFR, and there is therefore less NEED for an IR here)
To get the privileges of an IR, the country of issue of the IR must match the country of registration of the aircraft.
You can go for a JAA IR but unfortunately this involves the ATPL ground school which is a lot of study. This could then be used with a G-reg (if issued in the UK). Most people who have done this say the workload is quite ridiculous for PPL type flying, and frankly a lot of them let it expire unless they really use it (and very few use it enough unless commercially).
The alternative is the FAA IR which involves a lot less study and also has an easier medical (FAA Class 3) but it needs an N-reg aircraft. The FAA also requires than an N-reg plane is flown by an FAA license holder so you also need an FAA PPL.
You can fly a G-reg with an FAA PPL/IR, IFR in the UK, but only outside controlled airspace. However if you happen to have a UK/JAA PPL then your FAA IR entitles you to an IMC Rating which allows you to fly IFR in CAS also (but still not Class A, for that you do need an N-reg plane).
N-reg has various other benefits concerning maintenance costs, fitting FAA-approved mods, etc.
So it really depends mainly on whether you want to fly IFR outside the UK. Sadly, due to the airspace structure and regulations outside the UK, or terrain, IFR is almost unavoidable in many places except on really good summer days.
One could debate the wisdom of the rules but we can't change them. This nonsense dates back to the ICAO treaty, pre-WW2 I think, and was done to allow e.g. a Panam captain to fly into LHR without having to have a UK ATPL.
