The first *gotcha* is Chapter 1, para 2:
The restoration of ex-military aircraft varies considerably from the transition of a just out of service aircraft into the civil environment to a more substantial recovery of a severely damaged World War II aircraft, complete with bullet holes, fire damage and corrosion. Accordingly, the aircraft will have different demands to ensure that airworthiness is achieved to allow a Permit to Fly to be issued. As such, each ex-military aircraft is regarded as being unique. Whilst a number of the type may have qualified for a Permit to Fly, the circumstances surrounding the nature of the individual aircraft’s history requires separate consideration. Each aircraft therefore has its own Airworthiness Approval Note (AAN) covering the history, any work done on transition to the civil system and the conditions associated with the issue of the Permit.
Translation: Just because that bloke over there got one sorted & flying doesn’t mean we’ll approve your identical one over here. 😉
What incident does this refer to?
Occupancy A-3.5.1
Following an accident in 1986 to a civil registered ex-military aircraft operating on a Permit to Fly, where eleven of the fourteen occupants were killed, the Air Accident Investigation Branch (AAIB) focused attention on the difficulties faced by the CAA in satisfying themselves as to the airworthiness of an ex-military aircraft which has not been civil type certificated and does not have the continued airworthiness support required by ICAO Annex 8 for civil certification. The AAIB recommendation stated that
“When an aircraft is to be operated on a Permit to Fly the Permit should specify the maximum number of seats authorised to be fitted to the aircraft.” The response from the CAA was to define an overall occupancy limit in each case and endorse the Permit to Fly accordingly.
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