Caa - Pfa
 

I think that the CAA ought to concentrate on the shiny, over 2,000kg turbine powered aluminium tubes. They ought to devolve the administration of 1,999.9 kg and lighter aircraft to the PFA & BMAA.

Does anybody else have the same opinion or am I lone voice in the dark?

LNS isn't this EASA's remit? I don't see the eurocrats surrendering any control.

I do think your suggestion is good though.

Perhaps to a national regulatory organisation supporting the demands of various users - but NOT the PFA on current showing.

There is a bit of the 'Popular Front of Judaea' about all the various groups claiming to represent GA in the UK and wrangling between some elements is counter productive - whilst the RAeS claims that it's their right anyway.

People in the CAA who actually do something other than procrastinate, fail to answer e-mails or keep promises might be a start.

bar shaker apparently for factory built aircraft that no longer have factory support EASA have allowed the national authorities to look after them. If the CAA had any sense they would give them to the PFA to look after along with the Cubs, Jodels and other aircraft of their ilk.

I agree wholeheartedly with BEagle on this one.

A quick look at the PFA (their BB for starters) reveals that all is not well in that club at the moment.

Interesting that it is assumed that PFA/BMAA are responsible for the airworthiness regulation of aircraft.

The reality is that the CAA is responsible. PFA/BMAA are CAA Approved Organisations for the issue of Permits. One suspects that there is little to stop:-
a. Any other organisation going for a similar approval.
b. PFA or BMAA getting M3 approval if they decided that was what they wanted to do and looking after C of A renewals as well.

That would stir things up a bit !

Yes, this is true. I've wondered for years - for example - why PFA don't apply for approval to handle mods to CofA light aircraft, they've got the competence, and could provide a superb service to it's members (i.e. the GA community in general) as well as making some revenue for the association.

BGA has an M3 (or is it JAR-145?, I'm out of touch) approval to handle maintenance of CofA SLMG, so there's a clear precedent there.

The one thing we should all be afraid off is a turf war between the various association - which would probably do nobody any good (although the odd skirmish probably sharpens them all up). It should be a given that the associations should be taking tasks from CAA, not each other.

G

One good thing to happen recently, is the formation of the General Aviation Alliance.

Representatives of the main bodies have formed a group to speak to the CAA and DfT with one voice, on regulatory matters (Mode S and Eurocontrol charges, are current topics). Meetings have already been held and I understand that both CAA and DfT have been pleased to be dealing with GAA rather than umpteen separate bodies.