My LAA permit machine is based outside the UK and has been since going onto permit, and the LAA have never tried to block it, but getting an inspector in locally here isn’t a problem if we need to do so (and needless to say we never let the permit run out – you can get the permit redone in advance of its expiry, which gives us enough time to find a window in the weather to go and get it done).
It’s not surprising at all that the LAA fleet grows while the certified one shrinks: our entire annual operating costs are less than what a lot of people are paying for just the annual on an EASA reg PA-28.
I think the IOM is regarded as “UK” for practical purposes
It was France, Belgium, etc, which were discouraged.
I actually really like my TB20 for what I do but in another life would buy an RV10 instantly if it could do IFR and not need the various national permits.
Ok so we can create the RV10 dreaming club
As a “Manufacturer” the comparison is the EAA rather than Piper etc.
I enquired to LAA Engineering about night flying permission for our Bolkow Junior. Instant automatic email acknowledgement. Nothing else for many months so far. Very CAA like.
Maybe we’ll outsource to the French DGAC when we rejoin the EU as a small independent nation later this year?
Maoraigh wrote:
As a “Manufacturer” the comparison is the EAA rather than Piper etc.
The closer analogy to LAA in the context of experimental amateur built aircraft would be the listing of FAA designated DARs, from which you can select any one you prefer
(EAA is not the design or airworthiness authority for any aircraft. Its just a club of like minded and mutually supportive people)