Feasability of Private to Public CofA conversion
Thread Starter
Joined: Dec 2002
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From: London
Feasability of Private to Public CofA conversion
I was just wondering whether anyone has any experiene of converting a light, 150hp 4 seat aircraft from a private CofA to a Public Transport. Provided the aircraft is in a good, airworthy state, is this reasonably easy to do? Are there high costs?
Thanks
Rupert
Thanks
Rupert
Joined: Sep 2002
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From: Savannah GA & Portsmouth UK
Certificate of Airworthiness re-categorisation update 15 October 2004
28 September 2004 saw the beginning of the end for "upgrades" and "downgrades" for Certificates of Airworthiness. An amendment to the Air Navigation Order is expected mid 2005 on this subject, and after its publication EASA Certificates will quote the Type Certificate operational category, and National (UK) Certificates will state either "Standard" or "Special". Except for those aircraft already holding a Special Category Certificate of Airworthiness, the category quoted on an old-style document will be deemed to equate to "Standard" category for National aircraft, or the Type Certificate operational category for EASA aircraft until a new-style document is issued in due course. PLEASE NOTE, HOWEVER, THAT HOW THE AIRCRAFT ACTUALLY OPERATES (E.G. PRIVATE OR PUBLIC USE) WILL DEPEND UPON IT BEING EQUIPPED, MAINTAINED AND OPERATED IN A MANNER APPROPRIATE TO THE INTENDED USE. THIS WILL BE REFLECTED IN A REVISION TO THE AIR NAVIGATION ORDER SOON.
28 September 2004 saw the beginning of the end for "upgrades" and "downgrades" for Certificates of Airworthiness. An amendment to the Air Navigation Order is expected mid 2005 on this subject, and after its publication EASA Certificates will quote the Type Certificate operational category, and National (UK) Certificates will state either "Standard" or "Special". Except for those aircraft already holding a Special Category Certificate of Airworthiness, the category quoted on an old-style document will be deemed to equate to "Standard" category for National aircraft, or the Type Certificate operational category for EASA aircraft until a new-style document is issued in due course. PLEASE NOTE, HOWEVER, THAT HOW THE AIRCRAFT ACTUALLY OPERATES (E.G. PRIVATE OR PUBLIC USE) WILL DEPEND UPON IT BEING EQUIPPED, MAINTAINED AND OPERATED IN A MANNER APPROPRIATE TO THE INTENDED USE. THIS WILL BE REFLECTED IN A REVISION TO THE AIR NAVIGATION ORDER SOON.
Thread Starter
Joined: Dec 2002
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From: London
Now I've heard that a few times but not regarding the lack of Star Annual. Presumably there is just one certification for both private and public use but is the gaining of this certification the same as the old style CofA?
Joined: Sep 2003
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From: UK,Twighlight Zone
The question was to upgrade a Prv Cat to a Pub cat which leads us to believe the poster does not have an EASA cert. therefore as I understand it a "star annual" check has to be carried out with the resulting issue of a new CofA
Joined: May 2005
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From: North
Yes it is just a CofA Annual, but that statement hides a much deeper potential problem.
One can fit all sorts of stuff to a Private CofA plane which could not be fitted to a Transport CofA plane.
Such items would need to either be certified (I've known of certain JAR145 firms that would generate the required piece of paper for a 3 figure fee; whether this is legal I have no idea but it shows what a scam the certification business is; the actual part involved would be exactly identical except that it didn't have a JAR1 form when originally fitted) or would have to be removed.
One gets similar issues from going G to N, or N to G.
If a plane was previously on a Transport CofA (nearly all CofA planes do come with a Transport CofA when brand new) and nothing was changed since then all that should be needed is for the maintenance to be brought up to date, and the paperwork. Perhaps a grand or two, including the £500-700 CAA CofA fee.
One can fit all sorts of stuff to a Private CofA plane which could not be fitted to a Transport CofA plane.
Such items would need to either be certified (I've known of certain JAR145 firms that would generate the required piece of paper for a 3 figure fee; whether this is legal I have no idea but it shows what a scam the certification business is; the actual part involved would be exactly identical except that it didn't have a JAR1 form when originally fitted) or would have to be removed.
One gets similar issues from going G to N, or N to G.
If a plane was previously on a Transport CofA (nearly all CofA planes do come with a Transport CofA when brand new) and nothing was changed since then all that should be needed is for the maintenance to be brought up to date, and the paperwork. Perhaps a grand or two, including the £500-700 CAA CofA fee.
Joined: Sep 2003
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From: UK,Twighlight Zone
I am not sure that is the case, as far as I am aware the only difference in maintanance between private and public is the items that gone be done by the owner and the allowing of an engine to run past life on condition.
As far as fitting different parts it is not like a permit aircraft where you can pretty much fit what you want. I stand to be corrected but I was under the impression all parts had to be approved for a CofA aircraft regardless of public or private cat.
As far as fitting different parts it is not like a permit aircraft where you can pretty much fit what you want. I stand to be corrected but I was under the impression all parts had to be approved for a CofA aircraft regardless of public or private cat.
