CAA licence and/or Grandfather rights to go?
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It has been my experience of late that there is a major focus on bringing in the RPPL which is going to be the Europe wide version of the NNPL. This does not carry any of the national ratings and is effectively a day vfr rating. Great news for the permit flyers as it actually expands there rights. But for those of us with IR's, IMC and CoFA aircraft the NPPL is a waste of space.
With a 2 tier system you either have to go with the RPPL and lose what you have or go down the commercial route to get the Instrument rights. For those with an IMC it means most likely having to go IR.
The blanket answer from people on here will of course be, we will just all move to a flag of convenience because "politics" will prevent anything happening to that. However I think they will vanish as well, there has been clear intent in the UK and Europe to get rid of such aircraft due to a lack of oversight. What they will probably do is set residency rules. In the US for example if you base a foreign aircraft there for more than 6 months you have to go N-Reg.
I just have a feeling that driven by CAT all those nasty little aircraft that keep busting air space and disrupting the smooth flow of CAT will be pigeon holed into little bits of exempted air space during the day and nowhere near a cloud.
With a 2 tier system you either have to go with the RPPL and lose what you have or go down the commercial route to get the Instrument rights. For those with an IMC it means most likely having to go IR.
The blanket answer from people on here will of course be, we will just all move to a flag of convenience because "politics" will prevent anything happening to that. However I think they will vanish as well, there has been clear intent in the UK and Europe to get rid of such aircraft due to a lack of oversight. What they will probably do is set residency rules. In the US for example if you base a foreign aircraft there for more than 6 months you have to go N-Reg.
I just have a feeling that driven by CAT all those nasty little aircraft that keep busting air space and disrupting the smooth flow of CAT will be pigeon holed into little bits of exempted air space during the day and nowhere near a cloud.
Join Date: Jun 2003
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The conflicting messages, 172driver, are appearing because nobody actually has any clue as to what will happen.
There are varying degrees of speculation, some reasonable, some less reasonable, but the whole thing with "what will EASA do" is so wrapped up in so many factors (many of them political and only at most peripherally connected to GA) that nobody has the slightest clue what sort of regulatory regime we will be flying under say 5 years from today.
Many commentators (not specifically referring to anybody here) also have various axes to grind because EASA is going to put them out of a job, or will kill off some golden cows which these people have spent their whole careers feeding. So, a lot of stuff in the press, or presented at seminars / conferences, is a lot of bunk.
It's fun to keep tabs on it, and perhaps do one or two things differently in anticipation of the worst case scenario (e.g. if you are on N-reg avoid installing some non-essential piece of kit if it isn't EASA approved) but that's about it.
I am not getting into the "N-reg will end" debate anymore because I haven't got a clue what will happen to us, and neither has bose-x
My view is that there is a lot more inertia in the system than most people think, and hot potatoes are left till tomorrow. This cuts both ways; it means "problems" don't get tackled, and it also means improvements don't get brought in.
There are varying degrees of speculation, some reasonable, some less reasonable, but the whole thing with "what will EASA do" is so wrapped up in so many factors (many of them political and only at most peripherally connected to GA) that nobody has the slightest clue what sort of regulatory regime we will be flying under say 5 years from today.
Many commentators (not specifically referring to anybody here) also have various axes to grind because EASA is going to put them out of a job, or will kill off some golden cows which these people have spent their whole careers feeding. So, a lot of stuff in the press, or presented at seminars / conferences, is a lot of bunk.
It's fun to keep tabs on it, and perhaps do one or two things differently in anticipation of the worst case scenario (e.g. if you are on N-reg avoid installing some non-essential piece of kit if it isn't EASA approved) but that's about it.
I am not getting into the "N-reg will end" debate anymore because I haven't got a clue what will happen to us, and neither has bose-x
My view is that there is a lot more inertia in the system than most people think, and hot potatoes are left till tomorrow. This cuts both ways; it means "problems" don't get tackled, and it also means improvements don't get brought in.
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There is no EASA "deal".
The amended IR is our attempt at ensuring that instrument rights are available to all regardless of what may happen with national ratings or flag of convenience registrations.
So if the IMC goes with the loss of the national ratings and you want instrument flight you are going to have to do an IR. Do you want to do an IR as it stands or a more accessible version that we are trying to get?
There are an awful lot of people who are interested in only the permit and very light type of aviation or CAT representing us and virtually nothing in the middle ground. Which is why AOPA and PPL/IR are working so hard to ensure that the average GA flyer is heard.
I do have a better view of the opinions of what is happening with flag of convenience registrations as I am exposed to the comments made by the committees that are representing us.
But as IO points out and I have said it before it is just my opinion. But as a point I did say 6 months ago national ratings would be under threat.....
The amended IR is our attempt at ensuring that instrument rights are available to all regardless of what may happen with national ratings or flag of convenience registrations.
So if the IMC goes with the loss of the national ratings and you want instrument flight you are going to have to do an IR. Do you want to do an IR as it stands or a more accessible version that we are trying to get?
There are an awful lot of people who are interested in only the permit and very light type of aviation or CAT representing us and virtually nothing in the middle ground. Which is why AOPA and PPL/IR are working so hard to ensure that the average GA flyer is heard.
I do have a better view of the opinions of what is happening with flag of convenience registrations as I am exposed to the comments made by the committees that are representing us.
But as IO points out and I have said it before it is just my opinion. But as a point I did say 6 months ago national ratings would be under threat.....
