Peter wrote:
There are dramatic advantages for the right sort of client – busy, not short of money, looking for a real capability after getting the PPL.
The dramatic advantages are present for virtually everybody, including those with a CFI (instructor) friend, a $20K aircraft and all the time in the world. Government regulation of schools for private pilot training subtracts value from GA and its participants, and unecessarily represses the activity.
The minimum real world cost to get a PPL in the US is about $2000 if you buy the plane, train with a CFI friend or relative, pay the examiner, then sell the plane because you want to move up. And yes, people actually do it, including both the guy who eventually became my CFI and then (more or less) me. Another friend who trained for his PPL flying his own Luscombe in strong Kansas crosswinds was so good by the time of his practical test (due to a great deal of solo practice) that the examiner asked him for some tips during the flight 
Another great thing as it seems with the DTO is that you do not need to get approval for a certain aircraft registration to be used in the organisation. You can simply state the aircraft types that you intend to use and that’s it. That is absolutely great and will allow for great flexibility if an owner would like to train in his/her own aircraft.
The DTO is a revamp of the RTF which we have endured since 1999, in that time it has contributed nothing to safety or standards of training. In 1994 the number of licences issued by the CAA was four times the number issued last year, so in 21 years the industry had declined by 75%, with no noticeable gain from over regulation. Wouldn’t it be nice if we just followed the FAA and allowed instructors to do what they are trained to do without all the interference from those who don’t know the first thing about it!
The CAA actually lost control of the registration system soon after it started and eventually had to go back to the industry and ask who was doing what. A total shambles from start to finish.
Fly310 wrote:
That is absolutely great and will allow for great flexibility if an owner would like to train in his/her own aircraft.
Anyone know if there is set an implementation date for Opinion 11/2016? I see the Opinion mentions Q3/2017, but I’ve heard rumours of Q1.
It’s not been voted through EASA Committee yet. After which it will be at least 6 months before it becomes law. Which means Q3/2017 at least.
Any idea on when this could happen?
Tumbleweed wrote:
The DTO is a revamp of the RTF which we have endured since 1999, in that time it has contributed nothing to safety or standards of training. In 1994 the number of licences issued by the CAA was four times the number issued last year, so in 21 years the industry had declined by 75%, with no noticeable gain from over regulation. Wouldn’t it be nice if we just followed the FAA and allowed instructors to do what they are trained to do without all the interference from those who don’t know the first thing about it!
So Tumbleweed if that was the case why was such a system not proposed to EASA?
I was a presentation c. 2005 by Fergus Wood who used to be a JAA director and he said a detailed plan was worked out back then for adopting FAA regs, but was killed due to political pressure. There are many reasons Europe will not adopt a pragmatic system like the USA has. A few of them are genuine and to do with the different funding system. Most however are just protection of jobs and established practices etc.
carlmeek wrote:
Any idea on when this could happen?
The DTO rules were voted through EASA Committee in late October 2017. That means that they will come into effect from April 2018. RFs will have until April 2019 to convert.
