Air Law Question - From PPL Confuser
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Ahhh. I have just read the latest OAT book (2007) which says that a C of A MUST be issued by the State of aircraft registration. I'm assuming this is wrong then?
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Should know exactly WHAT?
A pilot should know he needs a valid CofA, other valid papers, and that the country of issue of his license needs to match the country in which the plane is registered and this gives him worldwide VFR privileges. Then, if he has an ICAO IR issued by the same country, he has worldwide IFR privileges too.
The really obscure issues raised in this thread are not understood by the vast majority of UK maintenance shops, as I well know.
A pilot should know he needs a valid CofA, other valid papers, and that the country of issue of his license needs to match the country in which the plane is registered and this gives him worldwide VFR privileges. Then, if he has an ICAO IR issued by the same country, he has worldwide IFR privileges too.
The really obscure issues raised in this thread are not understood by the vast majority of UK maintenance shops, as I well know.
I think that as aviators we should strive for the highest standards and make an effort to understand how the rules that effect is work rather than just accepting the minima or looking for endless short cuts confuser style.
Just my 2 cents.
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Greg,
In real life the questions on the PPL exam are not going for the arcane they are testing basic knowledge. And the basic knowledge of the law is what you need to fly. Encyclopedic knowledge is desirable for pointless PPRune debates only
Read the books that teach the subject, not the ones that just have questions and answers. Make sure you really understand why the law exists (i.e. what its point is) and you will be able to fly safe and legal. (and equally true for aircraft performance, weather, flight planning, human factors).
When in real life you need to know if you can fly an N-reg with a Zimbabwean CofA, validated by the FAA in Ireland on a JAA licence - ask! (and then read the referenced material to make sure you understand)
Bose - IMHO at PPL level time would be better served really understanding the whys and wherefores of 'normal' circumstances rather than the various things that can or can not be validated across different countries. In particular, a lot more focus on why VMC visibility requirements exist and the fact that the UK is unique in the IMC/VFR/IFR/VMC/night/day muddle we have might pay dividends in safety and international harmony.
In real life the questions on the PPL exam are not going for the arcane they are testing basic knowledge. And the basic knowledge of the law is what you need to fly. Encyclopedic knowledge is desirable for pointless PPRune debates only
Read the books that teach the subject, not the ones that just have questions and answers. Make sure you really understand why the law exists (i.e. what its point is) and you will be able to fly safe and legal. (and equally true for aircraft performance, weather, flight planning, human factors).
When in real life you need to know if you can fly an N-reg with a Zimbabwean CofA, validated by the FAA in Ireland on a JAA licence - ask! (and then read the referenced material to make sure you understand)
Bose - IMHO at PPL level time would be better served really understanding the whys and wherefores of 'normal' circumstances rather than the various things that can or can not be validated across different countries. In particular, a lot more focus on why VMC visibility requirements exist and the fact that the UK is unique in the IMC/VFR/IFR/VMC/night/day muddle we have might pay dividends in safety and international harmony.
Last edited by mm_flynn; 2nd Jan 2008 at 16:20.
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I guess you are from the anything more than 75% and you worked to hard camp whereas I am from aim for 100% camp. Horses for courses
The CAA/JAA syllabus is full of really esoteric questions. It should concentrate on really important day to day flying stuff.
Actually it's a bit more complicated:
Art 8(3) In the case of:
(a) a non-EASA aircraft registered in the United Kingdom the certificate of airworthiness ... shall be a national certificate of airworthiness;
(b) an EASA aircraft registered in the United Kingdom the certificate of airworthiness ... shall be an EASA certificate of airworthiness issued by the CAA.
This implies that the UK doesn't validate a foreign C of A for G-reg.
Nevertheless, answer D doesn't make a lot of sense. If the C of A is issued by the UK CAA, it doesn't need to be validated by the UK CAA. Altogether, a rather bad question.
Art 8(3) In the case of:
(a) a non-EASA aircraft registered in the United Kingdom the certificate of airworthiness ... shall be a national certificate of airworthiness;
(b) an EASA aircraft registered in the United Kingdom the certificate of airworthiness ... shall be an EASA certificate of airworthiness issued by the CAA.
This implies that the UK doesn't validate a foreign C of A for G-reg.
Nevertheless, answer D doesn't make a lot of sense. If the C of A is issued by the UK CAA, it doesn't need to be validated by the UK CAA. Altogether, a rather bad question.
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If you have a Zimbabwe PPL and are flying a Zimbabwe reg plane, then you can fly it worldwide and nobody will question it. This is what ICAO gives you.
Reminds me of a Chinese Airline that many years ago were having enormous problems tracking VORS in the UK, the controller was getting more and more exasperated and tension was high till a yank pressed the button and said.
"How the hell did they find Pearl Harbour!
GREG--please post any more probs you find on the Confuser please, I need to know!!!!
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The Chinese never did find Pearl Harbour - that was the Japs.
As for tracking VORs, that story must have been from decades ago. No airliner actually tracks VORs (in Europe) these days, not enroute for sure.
As for tracking VORs, that story must have been from decades ago. No airliner actually tracks VORs (in Europe) these days, not enroute for sure.
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Er sorry I meant Japs--looking in my log book our airline last tracked VORs using VOR receivers 12 years ago. We all still track VORS its just that its via the FMS or FMGS and the lat and long of the VOR position.
But all a bit off thread and pointless
But all a bit off thread and pointless
