Tue Sep 28, 2021 10:46 am
#1873047
lobstaboy wrote:
... that is not affordable flying in my book. And you're still limited to two seats and daytime vfr...
Give it 5 or 10 years...
lobstaboy wrote:
... that is not affordable flying in my book. And you're still limited to two seats and daytime vfr...
Mz Hedy wrote:lobstaboy wrote:
... that is not affordable flying in my book. And you're still limited to two seats and daytime vfr...
Give it 5 or 10 years...
PeteM wrote:The point of my post on the differences training and the French rejection of the 600kg class, was based on more than a suspicion that the FFPULM had a level of insight which meant they decided to reject the 600kg class on the basis they either suspect or possibly even knew that the EASA 'deadhand' approach (differences training for every difference!) would likely accompany it.
That seems to be what has happened and so their stance seems to be validated.
Sooty25 wrote:Mz Hedy wrote:lobstaboy wrote:
... that is not affordable flying in my book. And you're still limited to two seats and daytime vfr...
Give it 5 or 10 years...
and it doesn't mean the cheaper, lighter, models will suddenly vanish from the market either.
Microlight class rating
(1) Subject to paragraphs (2) to (6) and to the conditions of the licence in which it is included, a microlight class rating entitles the holder to act as pilot in command of any microlight aeroplane.
(2) If the current certificate of revalidation for the rating is endorsed “single seat only” the holder is only entitled to act as pilot in command of any single seat microlight aeroplane.
(3) If the aeroplane—
(a)has three axis controls and the holder’s previous training and experience has only been in an aeroplane with flexwing or weightshift controls;
(b)flexwing or weightshift controls and the holder’s previous training and experience has only been in an aeroplane with three axis controls;
(c) has a maximum take-off mass of more than 475kg (or more than 495kg if the aeroplane is an amphibian or floatplane) and the holder’s previous training and experience has only been in a microlight aeroplane with a maximum take-off mass of 475kg or less (or 495kg or less if the aeroplane is an amphibian or floatplane);
(d)has a maximum take-off mass of 600kg or less (or 650kg or less if the aeroplane is an amphibian or floatplane) and the holder’s previous training and experience has only been in aeroplanes with a maximum take-off mass of more than 600kg (or more than 650kg if the aeroplane is an amphibian or floatplane);
(e)is fitted with—
(i)a tricycle undercarriage;
(ii)a tailwheel;
(iii)a supercharger or turbo-charger;
(iv)a variable pitch propeller;
(v)one or more Electronic Flight Information Systems;
(vi)an autopilot system;
(vii)more than one engine; or
(viii)an electric engine,
and the holder does not have training or experience in aeroplanes with such fitted features; or
(f)has a maximum continuous cruising speed in excess of 140 knots indicated airspeed and the holder does not have experience in aeroplanes capable of that speed, before exercising the privileges of the rating the holder must complete appropriate differences training.
(4) The differences training mentioned in paragraph (3) must be given by a flight instructor entitled to instruct on the aeroplane on which the training is being given, recorded in the holder’s personal flying logbook and endorsed and signed by the instructor conducting the training.
(5) Where the aeroplane is to be operated from water during take-off and landing, before exercising the privileges of the rating the holder must—
(a)complete appropriate differences training; and
(b)attain a pass in the Private or Professional Seamanship examination.
(6) The differences training mentioned in paragraph (5) must be given by a flight instructor entitled to instruct on the aeroplane on which the training is being given, recorded in the holder’s personal flying logbook and endorsed and signed by the instructor conducting the training.
skydriller wrote:^^^what @patowalker says^^^
Its all about that 450kg weight limit in France.
I recall reading about some study wrt mass to 3rd party damage ratio, and thats why the 450kg limit is so rigid in France, no idea if hearsay or fact, but Ive read it and its been mentioned to me more than once too.
Regards, SD..
patowalker wrote:This is how the updated version reads. It is clear to me that the differences training only applies to microlights heavier than 475/495kg. However, English is not my firt language..Microlight class rating
(1) Subject to paragraphs (2) to (6) and to the conditions of the licence in which it is included, a microlight class rating entitles the holder to act as pilot in command of any microlight aeroplane.
(2) If the current certificate of revalidation for the rating is endorsed “single seat only” the holder is only entitled to act as pilot in command of any single seat microlight aeroplane.
(3) If the aeroplane—
(a)has three axis controls and the holder’s previous training and experience has only been in an aeroplane with flexwing or weightshift controls;
(b)flexwing or weightshift controls and the holder’s previous training and experience has only been in an aeroplane with three axis controls;
(c) has a maximum take-off mass of more than 475kg (or more than 495kg if the aeroplane is an amphibian or floatplane) and the holder’s previous training and experience has only been in a microlight aeroplane with a maximum take-off mass of 475kg or less (or 495kg or less if the aeroplane is an amphibian or floatplane);
(d)has a maximum take-off mass of 600kg or less (or 650kg or less if the aeroplane is an amphibian or floatplane) and the holder’s previous training and experience has only been in aeroplanes with a maximum take-off mass of more than 600kg (or more than 650kg if the aeroplane is an amphibian or floatplane);
(e)is fitted with—
(i)a tricycle undercarriage;
(ii)a tailwheel;
(iii)a supercharger or turbo-charger;
(iv)a variable pitch propeller;
(v)one or more Electronic Flight Information Systems;
(vi)an autopilot system;
(vii)more than one engine; or
(viii)an electric engine,
and the holder does not have training or experience in aeroplanes with such fitted features; or
(f)has a maximum continuous cruising speed in excess of 140 knots indicated airspeed and the holder does not have experience in aeroplanes capable of that speed, before exercising the privileges of the rating the holder must complete appropriate differences training.
(4) The differences training mentioned in paragraph (3) must be given by a flight instructor entitled to instruct on the aeroplane on which the training is being given, recorded in the holder’s personal flying logbook and endorsed and signed by the instructor conducting the training.
(5) Where the aeroplane is to be operated from water during take-off and landing, before exercising the privileges of the rating the holder must—
(a)complete appropriate differences training; and
(b)attain a pass in the Private or Professional Seamanship examination.
(6) The differences training mentioned in paragraph (5) must be given by a flight instructor entitled to instruct on the aeroplane on which the training is being given, recorded in the holder’s personal flying logbook and endorsed and signed by the instructor conducting the training.
An SEP FI can currently teach Microlights anyway, no need to have differences training. Quite a few do
DavidC wrote:Could someone point to the regulations that permit Part-FCL SEP rating holders to fly microlights and FIs to instruct in them without any formal differences training. I presume the microlight class rating refers only to the NPPL(M) because I have not heard of such as thing available directly on a Part FCL licence.