de Havilland Support to rescind the Type Certificates
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de Havilland Support to rescind the Type Certificates
DHSL is setting up Type Responsibility Agreements (TRAs) with the CAA. This will allow the owners of Tiger Moths, Chipmunks, Bulldogs and the Rapide to continue to operate on a Certificate of Airworthiness (this would be essential for those aircraft being used commercially). However, owners of these types will be able in future to opt for the Permit to Fly route if they so wish.
The announcement is from April 2012
Rod1
The announcement is from April 2012
Rod1
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Sometimes the CAA surprise me. It looks as though they have actually agreed a change which will really reduce the cost of flying these aircraft and keep more of them in the air. The ability to use uncertified parts is potentially going to have a big impact. Very good news.
Or am I being too optimistic
Or am I being too optimistic
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Is this a CAA Permit to Fly or a LAA Permit? If the former will the aircraft still have to go through the Part M procedure (assuming the M3 becomes tagged onto the Part M(F))? I also assume that the Rapides flying for 'reward' will have to stay commercial.
As for Chipmunks presumably if the elect to go to LAA Permit that will preclude them from night flying and day VFR etc..
As for Bulldogs will they still be required to use the fatigue meter and have the spar mod done at the appropriate time?
As for Chipmunks presumably if the elect to go to LAA Permit that will preclude them from night flying and day VFR etc..
As for Bulldogs will they still be required to use the fatigue meter and have the spar mod done at the appropriate time?
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Is this a CAA Permit to Fly or a LAA Permit?
The Permit to Fly may be supervised by the UK CAA or the Light Aircraft Association (LAA) at the discretion of the owner, except that in the case of the multi-engined types being orphaned (Dragon, Dragonfly, Dove and Heron) only a CAA-supervised Permit to Fly will be available.
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As for Chipmunks presumably if the elect to go to LAA Permit that will preclude them from night flying and day VFR etc.
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Ours is certainly day VFR and I am not aware if any now on the civilian register are anything else.
As for night aerobatics; I don't think it's against the law........
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If you compare what happened with the Austers v dH. The Austers were left of C of A long after it was uneconomic to run most of them. The result was bits of dismantled Auster at the back of most club hangers and the few that were left cost a lot of money to keep flying. The transfer to the LAA gave the breed a new lease of life with many projects turning abandoned bits into aircraft and second hand prices on the rise compared to previous levels.
The dH move has been done to give most owners a much bigger choice of options rather than mandating one solution. There are a lot of aircraft (400+?) so the potential expansion in the LAA fleet and the increase in membership should have a positive impact on lobbying etc. I wonder if there is a market for taking Lyk’s out of abandoned PA28/140’s and putting them in dH?
Rod1
The dH move has been done to give most owners a much bigger choice of options rather than mandating one solution. There are a lot of aircraft (400+?) so the potential expansion in the LAA fleet and the increase in membership should have a positive impact on lobbying etc. I wonder if there is a market for taking Lyk’s out of abandoned PA28/140’s and putting them in dH?
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I think there is some confusion between IFR and IMC here
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Story from long long ago. In the days of Preston Radar on a quiet night the Blue 1/ Red 3 sector had little to do. Up comes an American registered a/c enroute to Belfast at about FL090.
Yank pilot sensing things were a tad boring asked if there was any traffic nearby. Bored controller (and even border assistant) confirmed he was the only a/c for miles.
"Keep your eyes on the dot" says the pilot.
Before their very eyes the dot stopped. Then it started forward again much to the controller's consternation.
"OK, how did you do that?" asked Preston. "Just did a night IMC loop" Came the reply. "I'm in a Waco Meteor, an SF 260 to you guys"
'Roger call Belfast 12...."
SGC
Yank pilot sensing things were a tad boring asked if there was any traffic nearby. Bored controller (and even border assistant) confirmed he was the only a/c for miles.
"Keep your eyes on the dot" says the pilot.
Before their very eyes the dot stopped. Then it started forward again much to the controller's consternation.
"OK, how did you do that?" asked Preston. "Just did a night IMC loop" Came the reply. "I'm in a Waco Meteor, an SF 260 to you guys"
'Roger call Belfast 12...."
SGC
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Sir George.....
I do remember a few decades ago in the Blue/Red/Black Chippy (prob Red at that time) out of Barton up near the Ribble (so off the BTN - Blackpool direct track, but close to Warton so on freq with them).
The man called me just as I was judging the pull-up over the top of a loop, followed by the combined stick/rudder/throttle co-ordination down the other side. I bottomed out, used the energy to pull up again, rolled, and recovered. Then I answered him, explaining I had been executing a manouvre hence the delay.
"Thought you might be", he replied. "Just as I called you your trace slowed.... then stopped".
I do remember a few decades ago in the Blue/Red/Black Chippy (prob Red at that time) out of Barton up near the Ribble (so off the BTN - Blackpool direct track, but close to Warton so on freq with them).
The man called me just as I was judging the pull-up over the top of a loop, followed by the combined stick/rudder/throttle co-ordination down the other side. I bottomed out, used the energy to pull up again, rolled, and recovered. Then I answered him, explaining I had been executing a manouvre hence the delay.
"Thought you might be", he replied. "Just as I called you your trace slowed.... then stopped".