N-reg in Europe latest?
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No, just the usual scaremongering.
IMHO, it won't happen because it is the hottest of all the political hot potatoes.
Anyway, EASA has not proposed anything on airframes.
What they have done is proposed on FCL, and they propose (P159-161) to strip European residents of foreign license privileges in EU airspace. This is obviously equally aggressive and I don't think this will happen either. But, in theory, it would be a lot less unenforceable than imposing long term parking limits (the only possible regulatory attack on airframes) on foreign reg planes.
Those 3 pages are pretty ambiguous and some clever people I know have dismissed them as applying only to FAA - > EASA validations (which I am sure is the wrong interpretation).
But that's about it.
The scaremongering will continue till the last minute - that is how you do regulation. Ever watched Yes Minister? Then there is the humiliating climbdown, with some kind of face saving compromise.
Expect to hear more as 2012 gets nearer.
IMHO, it won't happen because it is the hottest of all the political hot potatoes.
Anyway, EASA has not proposed anything on airframes.
What they have done is proposed on FCL, and they propose (P159-161) to strip European residents of foreign license privileges in EU airspace. This is obviously equally aggressive and I don't think this will happen either. But, in theory, it would be a lot less unenforceable than imposing long term parking limits (the only possible regulatory attack on airframes) on foreign reg planes.
Those 3 pages are pretty ambiguous and some clever people I know have dismissed them as applying only to FAA - > EASA validations (which I am sure is the wrong interpretation).
But that's about it.
The scaremongering will continue till the last minute - that is how you do regulation. Ever watched Yes Minister? Then there is the humiliating climbdown, with some kind of face saving compromise.
Expect to hear more as 2012 gets nearer.
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EASA has already been shown up to be a joke, had its knuckles wrapped and told to stop trying to reinvent the wheel.
maybe the lot should be sacked and some people placed there who actually know something about aviation and who care about aviation rather than the bunch of interfering amateurs that form this shambles at present.
They also need reminding that there are already laws and a body representing human rights and discrimination in Europe and a court to go with it before attempting to fly in the face of existing laws.
Now if they want to be constructive they should examine why so many are forced down the N reg route and start doing things which are worthwhile.
They could then get people to turn away from N reg by putting something more attractive in place based on freedom and choice rather than oppression
Pace
maybe the lot should be sacked and some people placed there who actually know something about aviation and who care about aviation rather than the bunch of interfering amateurs that form this shambles at present.
They also need reminding that there are already laws and a body representing human rights and discrimination in Europe and a court to go with it before attempting to fly in the face of existing laws.
Now if they want to be constructive they should examine why so many are forced down the N reg route and start doing things which are worthwhile.
They could then get people to turn away from N reg by putting something more attractive in place based on freedom and choice rather than oppression
Pace
Last edited by Pace; 19th Sep 2009 at 06:37.
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IMHO there is a significant possibility of a meltdown in this department i.e. status quo going forward.
But nobody can tell this far out.
One thing which is sure is that the issue is going to become red hot nearer the time. I say this because every time I discuss this with anybody in the top end of GA (light jets, etc) they (a) simply cannot believe it will happen; (b) are sure to make a massive fuss via top level political contacts; (c) take part in a large scale legal action.
Within the UK only (I made some legal enquiries re that a while ago) the Govt can do anything regardless of economic losses, under the Crown Immunity principle. But EU-wide it is not so simple.
A few years to go, anyway. I am enjoying my IFR privileges to the full in the meantime
But nobody can tell this far out.
One thing which is sure is that the issue is going to become red hot nearer the time. I say this because every time I discuss this with anybody in the top end of GA (light jets, etc) they (a) simply cannot believe it will happen; (b) are sure to make a massive fuss via top level political contacts; (c) take part in a large scale legal action.
Within the UK only (I made some legal enquiries re that a while ago) the Govt can do anything regardless of economic losses, under the Crown Immunity principle. But EU-wide it is not so simple.
A few years to go, anyway. I am enjoying my IFR privileges to the full in the meantime
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10540
I hold an FAA ATP and type ratings and make an income from flying N reg aircraft in Europe.
With the discrimination laws how on earth can they remove my income by saying you are European have equal licences to a Non European but must loose your income to a non European.
They might as well say you are black so cannot fly in europe unless you are white.
All I could see them being able to do is to insist on full FAA licences rather than ones based on JAA licences
Pace
I hold an FAA ATP and type ratings and make an income from flying N reg aircraft in Europe.
With the discrimination laws how on earth can they remove my income by saying you are European have equal licences to a Non European but must loose your income to a non European.
They might as well say you are black so cannot fly in europe unless you are white.
All I could see them being able to do is to insist on full FAA licences rather than ones based on JAA licences
Pace
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With the discrimination laws how on earth can they remove my income by saying you are European have equal licences to a Non European but must loose your income to a non European.
EASA would likely exempt AOC holders, and this would take care of the obvious case of say a Spanish resident flying for a US airline, into the EU.
The problem is that if you exempt AOC holders, and somehow exempt all those who are going to make a massive top level political fuss, it doesn't leave you with very much - just a tiny sector of light GA, IR holders mainly.
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10540
There are huge corporations and very wealthy businessmen who own multi million $ jets in europe who do not use their aircraft for Air Taxi Operations or who do not want the large costs of running an AOC.
They employ crews to fly those jets on full FAA licences.
So hardly a few PPLs with FAA IRs?
EASA cannot remove someones livelyhood based on discrimination which this would blatently be.
This N reg thing has been tried before and failed. They may possibly be able to do something with the aircraft but then there is always the IOM which looks more attractive by the day!
Pace
There are huge corporations and very wealthy businessmen who own multi million $ jets in europe who do not use their aircraft for Air Taxi Operations or who do not want the large costs of running an AOC.
They employ crews to fly those jets on full FAA licences.
So hardly a few PPLs with FAA IRs?
EASA cannot remove someones livelyhood based on discrimination which this would blatently be.
This N reg thing has been tried before and failed. They may possibly be able to do something with the aircraft but then there is always the IOM which looks more attractive by the day!
Pace
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Thanks guys, sounds like nothing has happened.
Effectively aren't EASA trying to find a way of stopping European "residents" from using FAA IRs in Europe, without actually coming out and saying it?
Their bone of contention is that they reckon it is not as "safe" because it doesn't involve as much study as theirs.
The whole commercial airframe/license side will, I believe, be allowed, but GA will be made to comply as the concession.
Just my pessimistic view!
Effectively aren't EASA trying to find a way of stopping European "residents" from using FAA IRs in Europe, without actually coming out and saying it?
Their bone of contention is that they reckon it is not as "safe" because it doesn't involve as much study as theirs.
The whole commercial airframe/license side will, I believe, be allowed, but GA will be made to comply as the concession.
Just my pessimistic view!
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I can understand the European view that they don't like "flags of convienience". However the way they then address these problems is to crack down and look to ban stuff rather than to ask "why" people use a flag of convienience.
Realistically if EASA turned around tomorrow and said "We'll give all ICAO IR holders who are Euro residents an exact equivalent EASA IR but in exchange then they must keep it up to date as per any other EASA IR holder" then 99% of FAA IR holders would take them up on their offer. Same with CPLs and Medicals. Sure some people will exploit this system and go off and do training stateside, but that happens anyway and the financial impact to Europe would be minimal.
Regarding maintenance and other rules - they insist on re-inventing the wheel all the time. They only have to look across the pond and realise that aeroplanes are not falling from the sky left, right and centre because they have their prop inspected once ever 600 hrs as opposed to 300 (or whatever). Why not simply adopt the rules from the worlds most mature Aviation Administration?!
The trouble is we're European. If it wasn't invented here, it must be crap, right?!
Realistically if EASA turned around tomorrow and said "We'll give all ICAO IR holders who are Euro residents an exact equivalent EASA IR but in exchange then they must keep it up to date as per any other EASA IR holder" then 99% of FAA IR holders would take them up on their offer. Same with CPLs and Medicals. Sure some people will exploit this system and go off and do training stateside, but that happens anyway and the financial impact to Europe would be minimal.
Regarding maintenance and other rules - they insist on re-inventing the wheel all the time. They only have to look across the pond and realise that aeroplanes are not falling from the sky left, right and centre because they have their prop inspected once ever 600 hrs as opposed to 300 (or whatever). Why not simply adopt the rules from the worlds most mature Aviation Administration?!
The trouble is we're European. If it wasn't invented here, it must be crap, right?!
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The politics of this stuff is basically "we are Europeans and we must have European solutions, not American solutions". Obviously this is a daft statement which a 5 year old would realise is meaningless but this is how it works.
There is no safety case for banning foreign reg planes from Europe. If there was, things would be very different already.
The thing which works in our (light GA) favour is the picture which Pace paints - the bigger end of GA is not going to lie down and be shafted, and these are the people with top level political connections. It was (as far as anybody can tell) these people that killed off the 2005 UK DfT proposal to kick out N-reg after 90 days' parking. It was the same people, plus Dassault, EADS and the other companies which own the French government, who killed off the earlier French proposal to do the same.
So I remain optimistic.
The daft thing is this: if I was on that EASA FCL committee and I wanted the proposal to fail miserably I would have made sure the proposal was maximally aggressive - just like has happened. If the proposal was reasonable, the situation would be far worse for us. But EASA has come up with WW3. I would be amazed if they pull it off. They obviously never watched Yes Minister.
Anyway, we have a few more years in which to explore various options.
There is no safety case for banning foreign reg planes from Europe. If there was, things would be very different already.
The thing which works in our (light GA) favour is the picture which Pace paints - the bigger end of GA is not going to lie down and be shafted, and these are the people with top level political connections. It was (as far as anybody can tell) these people that killed off the 2005 UK DfT proposal to kick out N-reg after 90 days' parking. It was the same people, plus Dassault, EADS and the other companies which own the French government, who killed off the earlier French proposal to do the same.
So I remain optimistic.
The daft thing is this: if I was on that EASA FCL committee and I wanted the proposal to fail miserably I would have made sure the proposal was maximally aggressive - just like has happened. If the proposal was reasonable, the situation would be far worse for us. But EASA has come up with WW3. I would be amazed if they pull it off. They obviously never watched Yes Minister.
Anyway, we have a few more years in which to explore various options.
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10540
You have to remember that a lot of the calls to ban N reg which then filters down into the lower end of GA comes from the industry itself.
Post this thread in the corporate jet forum and you would instantly see the massive divisions between private and AOC. AOC operations in Europe firstly dont want wealthy companies buying their own jet operation and neither do they want private aircraft undercutting and stealing their potential customers.
A lot of money flows into the coffers from an AOC operation and in turn AOC operators demand protection from the private sector of aviation. The same goes for Pilots who see private run jets as their jobs rather than FAA qualified pilots. Its a bit like the battle between private and black cabs.
So yes the industry sees N reg as a thorn in its side which must be plucked.
But instead of lookingf at why people go N reg and saving a lot of money in the industry by putting something there which is even more financially attractive they shoot themselves in the foot by building in more and more expensive regulations, more and more interference in the industry.
The small end of GA just catches the fallout and in the end everyone in aviation looses.
Pace
You have to remember that a lot of the calls to ban N reg which then filters down into the lower end of GA comes from the industry itself.
Post this thread in the corporate jet forum and you would instantly see the massive divisions between private and AOC. AOC operations in Europe firstly dont want wealthy companies buying their own jet operation and neither do they want private aircraft undercutting and stealing their potential customers.
A lot of money flows into the coffers from an AOC operation and in turn AOC operators demand protection from the private sector of aviation. The same goes for Pilots who see private run jets as their jobs rather than FAA qualified pilots. Its a bit like the battle between private and black cabs.
So yes the industry sees N reg as a thorn in its side which must be plucked.
But instead of lookingf at why people go N reg and saving a lot of money in the industry by putting something there which is even more financially attractive they shoot themselves in the foot by building in more and more expensive regulations, more and more interference in the industry.
The small end of GA just catches the fallout and in the end everyone in aviation looses.
Pace
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Pace - I agree and I have seen some of the rows in the bizjet forum, alleging AOC breaches etc etc.
In any human activity, if a bar is set which has to be met in order to be allowed to do Service X, those who have met that bar (by making the commercial decision to spend the money) are then trying to undermine all those who have not met the bar (by making the commercial decision to not go for that market) but who can make substantially the same money doing other things.
I see it in my business (electronics) where an awful lot of people represented by trade associations (bloodsucking vermin IMHO) are constantly lobbying the EC to introduce more regulation and to enforce the existing regulation. For example there is a pile of big exemptions to RoHS (which is a load of balls anyway, for the most part) which component distributors want to close because they want to force much of the manufacturing industry to scrap a lot of component stock and replace it with new. RoHS has already forced in a massive scrapping of product designs - most people have no idea how much electronics (components and whole products) has ended up in skips, for no reason other than the solder containing lead.
Nothing new there. The world is full of axe grinders who want more regulation because they want to kill off everybody below their level.
But there is a big difference in this case: the international nature of aviation, underpinned by ICAO.
Certain elements cannot ever be attacked - for example the ability of a person or a business to buy a plane (registered in Country X), employ a pilot with a CPL/IR (issued by Country X) and pay this pilot to fly persons connected with the aircraft owner anywhere, worldwide, without an AOC. Any attempt to mess with this is doomed to failure.
Sure, a country could attack it within its airspace (every country has total sovereignity there) but they would face reciprocal action by others, which nobody wants.
I don't see a way around this. Forcing every corp jet op to have an AOC is not possible because of the cost, and the alternative is to make AOCs worthless which no national CAA wants either because they want to charge fat fees for the issuance.
They could screw light private GA (us) but I suspect that the fallout from the bigger end will cause enough problems.
My reading of the FCL proposal is that it was drafted by a committee behind closed doors (which is physically certainly true), populated with old industry hands who were in some cases axe grinders for their national aviation industries e.g. Czechs, Germans, Austrians (but who were not politicians) and they never realised what is possible and what isn't.
Anyway, their EASA leaders would have told them that EASA can do anything. I have met some top EASA people and they say just that. Absolutely categorically - such and such WILL be implemented on [month,year]. A regulator will always say that. A regulator will never say "hey here is a new regulation scheduled for 2012 but if people moan hard enough we will water it down". Have you ever had kids?
That's why I remain optimistic, and certainly would not go down any expensive road on the assumption of our world melting down in 2012.
OTOH I would not go down any road which would turn out expensive if I was wrong e.g. buy an N-reg plane and fill it up with avionics which have no chance of being EASA approved. If you install a GPS in an N-reg which is an EASA major mod on a G-reg (but is itself EASA approved), then the worst case is throwing say £2k to an EASA design company for the paperwork, when the plane is transferred to an EASA reg.
But even then there is another level. If N-reg airframes were hit (directly with long term parking limits, or indirectly with an FCL based attack like the one proposed) it would be foolish to assume that all UK based N-regs will go to G-reg. They will be able to go to any EASA-reg. If some firm in Bulgaria is willing to put your N-reg onto the Bulgarian reg, with "no hassle"
, then that will be your new register, and the UK CAA (which, unlike every other CAA, has to make its x% return on capital) will get shafted. Of course they know this!!!! How many fans do you think EASA has inside the UK CAA? Basically, only those who left its employment, relocated, and are now working for EASA Of course this is a silly argument; I mean, e.g. Bulgaria and the rest of the old Iron Curtain are pillars of integrity, underpinned by the strictest anticorruption regulatory regime in the world, and they would never issue a piece of paper which...........
In any human activity, if a bar is set which has to be met in order to be allowed to do Service X, those who have met that bar (by making the commercial decision to spend the money) are then trying to undermine all those who have not met the bar (by making the commercial decision to not go for that market) but who can make substantially the same money doing other things.
I see it in my business (electronics) where an awful lot of people represented by trade associations (bloodsucking vermin IMHO) are constantly lobbying the EC to introduce more regulation and to enforce the existing regulation. For example there is a pile of big exemptions to RoHS (which is a load of balls anyway, for the most part) which component distributors want to close because they want to force much of the manufacturing industry to scrap a lot of component stock and replace it with new. RoHS has already forced in a massive scrapping of product designs - most people have no idea how much electronics (components and whole products) has ended up in skips, for no reason other than the solder containing lead.
Nothing new there. The world is full of axe grinders who want more regulation because they want to kill off everybody below their level.
But there is a big difference in this case: the international nature of aviation, underpinned by ICAO.
Certain elements cannot ever be attacked - for example the ability of a person or a business to buy a plane (registered in Country X), employ a pilot with a CPL/IR (issued by Country X) and pay this pilot to fly persons connected with the aircraft owner anywhere, worldwide, without an AOC. Any attempt to mess with this is doomed to failure.
Sure, a country could attack it within its airspace (every country has total sovereignity there) but they would face reciprocal action by others, which nobody wants.
I don't see a way around this. Forcing every corp jet op to have an AOC is not possible because of the cost, and the alternative is to make AOCs worthless which no national CAA wants either because they want to charge fat fees for the issuance.
They could screw light private GA (us) but I suspect that the fallout from the bigger end will cause enough problems.
My reading of the FCL proposal is that it was drafted by a committee behind closed doors (which is physically certainly true), populated with old industry hands who were in some cases axe grinders for their national aviation industries e.g. Czechs, Germans, Austrians (but who were not politicians) and they never realised what is possible and what isn't.
Anyway, their EASA leaders would have told them that EASA can do anything. I have met some top EASA people and they say just that. Absolutely categorically - such and such WILL be implemented on [month,year]. A regulator will always say that. A regulator will never say "hey here is a new regulation scheduled for 2012 but if people moan hard enough we will water it down". Have you ever had kids?
That's why I remain optimistic, and certainly would not go down any expensive road on the assumption of our world melting down in 2012.
OTOH I would not go down any road which would turn out expensive if I was wrong e.g. buy an N-reg plane and fill it up with avionics which have no chance of being EASA approved. If you install a GPS in an N-reg which is an EASA major mod on a G-reg (but is itself EASA approved), then the worst case is throwing say £2k to an EASA design company for the paperwork, when the plane is transferred to an EASA reg.
But even then there is another level. If N-reg airframes were hit (directly with long term parking limits, or indirectly with an FCL based attack like the one proposed) it would be foolish to assume that all UK based N-regs will go to G-reg. They will be able to go to any EASA-reg. If some firm in Bulgaria is willing to put your N-reg onto the Bulgarian reg, with "no hassle"
, then that will be your new register, and the UK CAA (which, unlike every other CAA, has to make its x% return on capital) will get shafted. Of course they know this!!!! How many fans do you think EASA has inside the UK CAA? Basically, only those who left its employment, relocated, and are now working for EASA Of course this is a silly argument; I mean, e.g. Bulgaria and the rest of the old Iron Curtain are pillars of integrity, underpinned by the strictest anticorruption regulatory regime in the world, and they would never issue a piece of paper which...........
@IO540
IMHO Bulgaria won't work as a flag of convenience, nor will most of the other former Iron Curtain countries. They are trying very hard to conform to everything the EU throws at them and are scared to death of stepping over some invisible line. Aviation in Bulgaria suffered a meltdown with EASA taking over their CAA last year, several companies had to outsource to places like Ukraine to keep operating at all.
Personally, I feel the general direction in European Aviation is to ban what can be banned. GA first and of those light planes. With the more and more pronouced shift to the Left and anti-everything attitude, the former 68' ers now in power in several countries are more than happy to shaft the "rich folks" in their private planes, whatever they are. Of course, N-Regs are high on their hate list, a) because they feel they do circumnavigate some of the efforts they do to strangle GA in Europe and b) because America is bad anyhow.
There is no arguing with such folks, they will keep their destructive attitude up to complete destruction of the society we know, if we let them.
Best regards
AN2 Driver.
If some firm in Bulgaria is willing to put your N-reg onto the Bulgarian reg, with "no hassle" , then that will be your new register, and the UK CAA (which, unlike every other CAA, has to make its x% return on capital) will get shafted. Of course they know this!!!! How many fans do you think EASA has inside the UK CAA? Basically, only those who left its employment, relocated, and are now working for EASA Of course this is a silly argument; I mean, e.g. Bulgaria and the rest of the old Iron Curtain are pillars of integrity, underpinned by the strictest anticorruption regulatory regime in the world, and they would never issue a piece of paper which...........
Personally, I feel the general direction in European Aviation is to ban what can be banned. GA first and of those light planes. With the more and more pronouced shift to the Left and anti-everything attitude, the former 68' ers now in power in several countries are more than happy to shaft the "rich folks" in their private planes, whatever they are. Of course, N-Regs are high on their hate list, a) because they feel they do circumnavigate some of the efforts they do to strangle GA in Europe and b) because America is bad anyhow.
There is no arguing with such folks, they will keep their destructive attitude up to complete destruction of the society we know, if we let them.
Best regards
AN2 Driver.
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IMHO Bulgaria won't work as a flag of convenience, nor will most of the other former Iron Curtain countries. They are trying very hard to conform to everything the EU throws at them and are scared to death of stepping over some invisible line.
OTOH the Czechs have a big VFR industry to support, and being a small country historically surrounded by thugs they have always had to know which side their bread is buttered, and to sway with the wind
But I do think that my comment on going to certain foreign registers (rather than G) does apply.
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I have two questions:
1. Will I be able to legally fly to/in europe with an N-reg aircraft based in Dubai as a Belgian Citizen? As I believe There are many pilot's like me doing exactly this. If Not ... EASA will be in trouble with lots of lawsuits including mine!
2. I have two aircraft based in Europe as well, obviously FAA N-registered. What will be the cost that EASA's stupid rule for me to convert FAA ATP to EASA license....because I am not going to pay this! NO NO not again. I already went to a flight school years ago and already proven that the wheel is round! EASA will pay this conversion or give me a validation...IF NOT...
What they are trying to do is:
-Take my job (FAA pilot in Europe-Africa-Middle East)
-and take all my belongings (Two aircraft)
What I will do is:
- I am trying to figure this out after someone tries to destroy my life: It's gonne be ******-up!
1. Will I be able to legally fly to/in europe with an N-reg aircraft based in Dubai as a Belgian Citizen? As I believe There are many pilot's like me doing exactly this. If Not ... EASA will be in trouble with lots of lawsuits including mine!
2. I have two aircraft based in Europe as well, obviously FAA N-registered. What will be the cost that EASA's stupid rule for me to convert FAA ATP to EASA license....because I am not going to pay this! NO NO not again. I already went to a flight school years ago and already proven that the wheel is round! EASA will pay this conversion or give me a validation...IF NOT...
What they are trying to do is:
-Take my job (FAA pilot in Europe-Africa-Middle East)
-and take all my belongings (Two aircraft)
What I will do is:
- I am trying to figure this out after someone tries to destroy my life: It's gonne be ******-up!
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1. Will I be able to legally fly to/in europe with an N-reg aircraft based in Dubai as a Belgian Citizen? As I believe There are many pilot's like me doing exactly this. If Not ... EASA will be in trouble with lots of lawsuits including mine!
The EU is not proposing long term parking limits on foreign reg planes. Its proposals are currently to require the pilot(s) to have EASA papers, as well as the State of REgistry papers which are required under ICAO, if the operator is EU based (loosely speaking, but the proposals are vague too).
A summary can be found here.
It would suprise me if Dubai had long term parking limits on non Dubai reg planes, because that is a very "African / police state" way of doing things, but I really have no idea.
2. I have two aircraft based in Europe as well, obviously FAA N-registered. What will be the cost that EASA's stupid rule for me to convert FAA ATP to EASA license....because I am not going to pay this! NO NO not again. I already went to a flight school years ago and already proven that the wheel is round! EASA will pay this conversion or give me a validation...IF NOT...
What they are trying to do is:
-Take my job (FAA pilot in Europe-Africa-Middle East)
-and take all my belongings (Two aircraft)
What I will do is:
- I am trying to figure this out after someone tries to destroy my life: It's gonne be ******-up!
-Take my job (FAA pilot in Europe-Africa-Middle East)
-and take all my belongings (Two aircraft)
What I will do is:
- I am trying to figure this out after someone tries to destroy my life: It's gonne be ******-up!
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Thanks Peterh337,
Most important what is FAA going to do about these nonsense. I invested a ton of money in the USA why are they not doing anything about this chauvinist EASA rule? I rely on the FAA to make some common sense out of this as they are my only hope. The GA is already pretty much vanished in Europe since the last 10 years so our voices will not be heard.
I also hope for the EASA and other license holders to stand on our side as this is really ending it all. Indirectly EVEN for the EASA registered aircraft!
Read my words:
Next attack from EASA after foreign registers will be the ULM Micrlights...I will also back this community...
I am very pessimistic about this and will fight till the end!
Most important what is FAA going to do about these nonsense. I invested a ton of money in the USA why are they not doing anything about this chauvinist EASA rule? I rely on the FAA to make some common sense out of this as they are my only hope. The GA is already pretty much vanished in Europe since the last 10 years so our voices will not be heard.
I also hope for the EASA and other license holders to stand on our side as this is really ending it all. Indirectly EVEN for the EASA registered aircraft!
Read my words:
Next attack from EASA after foreign registers will be the ULM Micrlights...I will also back this community...
I am very pessimistic about this and will fight till the end!
Join Date: Sep 2003
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What they have done is proposed on FCL, and they propose (P159-161) to strip European residents of foreign license privileges in EU airspace. This is obviously equally aggressive and I don't think this will happen either. But, in theory, it would be a lot less unenforceable than imposing long term parking limits (the only possible regulatory attack on airframes) on foreign reg planes.
Join Date: May 2001
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But doesn't this all depend on either the"Operator" of the aircraft or the residential status of the EU citizen ?
So if the aircraft "operator" is in Dubai then you are ok. If you are not an EU resident then you will be ok.
I have a visa in my passport saying "the holder of this visa is a resident of Mexico". Does this mean that I can show the Stazi this visa and then I have no case to answer?
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[Al, kick the ball, not the player. Personal attacks on other Ppruners will not be tolerated; if you want to be rude to somebody, PM or email them, don't do it in public. Moderator.]
So if the aircraft "operator" is in Dubai then you are ok. If you are not an EU resident then you will be ok.
I have a visa in my passport saying "the holder of this visa is a resident of Mexico". Does this mean that I can show the Stazi this visa and then I have no case to answer?
<section deleted by Admin>
[Al, kick the ball, not the player. Personal attacks on other Ppruners will not be tolerated; if you want to be rude to somebody, PM or email them, don't do it in public. Moderator.]