permit to fly v. C of A
Joined: May 2001
Posts: 4,729
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From: 75N 16E
Cruising at FL120 - there are a handful of aircraft with oxygen systems and the performance on the UK register.
It is worth mentioning that not all aeroplanes can be put on a permit, for example you couldn't buy a 172 and stick it on a permit AFAIK. If Cessna ceased production and support then you probably could......
Joined: Sep 2002
Posts: 1,784
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From: Savannah GA & Portsmouth UK
That's the great thing about the forums. People trot out opinions or quote documents that may or may not be correct rather than refer to the law. The CAA bu@@ers about with the rules so much the only way to see what is correct is to look at the legislation.
ANO 2005 Art 11(4)
ANO 2005 Art 11(1)
Mike
ANO 2005 Art 11(4)
(4) With the permission of the CAA, an aircraft flying in accordance with a national permit to fly may fly for the purpose of aerial work which consists of the giving of instruction in flying or the conduct of flying tests, subject to the aircraft being owned or operated under arrangements entered into by a flying club of which the person giving the instruction or conducting the test and the person receiving the instruction or undergoing the test are both members.
11 (1) The CAA shall:
(a) subject to sub-paragraph (b) issue in respect of any non-EASA aircraft registered in the United Kingdom a national permit to fly if it is satisfied that the aircraft is fit to fly having regard to the airworthiness of the aircraft and the conditions to be attached to the permit;
(b) refuse to issue a national permit to fly in respect of a non-EASA aircraft registered in the United Kingdom if it appears to the CAA that the aircraft is eligible for and ought to fly under and in accordance with a national certificate of airworthiness.
(a) subject to sub-paragraph (b) issue in respect of any non-EASA aircraft registered in the United Kingdom a national permit to fly if it is satisfied that the aircraft is fit to fly having regard to the airworthiness of the aircraft and the conditions to be attached to the permit;
(b) refuse to issue a national permit to fly in respect of a non-EASA aircraft registered in the United Kingdom if it appears to the CAA that the aircraft is eligible for and ought to fly under and in accordance with a national certificate of airworthiness.
Joined: Jun 2003
Posts: 13,787
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From: EuroGA.org
Englishal
You are right that loads of common spamcans will get to FL120, though it might take a while
Even so, the number of real IFR tourers in the UK is way way more than a "handful". There must be hundreds if not more of SE planes that can get to FL180. Any IFR tourer with an IO-540 in the front can get to FL200 or so. Oxygen is an issue but a portable Aerox kit is a few hundred quid, imported from the USA.
The stuff about a CofA is, IIRC, that any plane capable of being on a CofA is not allowed to be on a Permit. This is a plain blunt revenue stream maintenance measure by the CAA.
You are right that loads of common spamcans will get to FL120, though it might take a while
Even so, the number of real IFR tourers in the UK is way way more than a "handful". There must be hundreds if not more of SE planes that can get to FL180. Any IFR tourer with an IO-540 in the front can get to FL200 or so. Oxygen is an issue but a portable Aerox kit is a few hundred quid, imported from the USA.
The stuff about a CofA is, IIRC, that any plane capable of being on a CofA is not allowed to be on a Permit. This is a plain blunt revenue stream maintenance measure by the CAA.
