Voler après 60 ans

[LUM]

Salut à tous,
Il est surprenant qu'un tel sujet fasse un nouveau thread presque tous les mois sur les forums anglophones alors qu'il n'en est pipé mot sur le french forum!
Est-ce parceque les français sont en permanence montrés du doigt par leurs collègues européens (pour leur intransigeance à ce sujet) où s'agit-il là, d'un sacro-saint acquis social dont on ne peut parler dans le pays de Molière sans tout de suite risquer la révolution (style CPE)?
Je serais pour ma part fort heureux de pouvoir continuer à exercer ma passion (j'ai pas utilisé le verbe travailler!) après mes 60 ans.
Je m'attend aux réactions des wanabee's qui attendent que les vieux cèdent leur place au plus vite, mais une vie professionnelle est tellement courte, ils seront très vite à la veille de leur retraite et peut-être de ce demander aussi pourquoi devoir arrêter si jeune?:rolleyes:

[ASIAN FROG]

Je pense qu'une bonne solution c'est de participer a la formation des jeunes et de transmettre ton experience et ton savoir. Tu peux continuer a voler en ecole, tu peux etre SFI, une nouvelle carriere tout aussi passionnante. Il n'y a pas assez d'anciens de l'Aviation Commerciale dans les ecoles. Les militaires sans experience de l'aviation civile n'ont pas tout a fait la meme perception des problemes. Pour tout ce qui est CRM, MCC, ils ont (en general) une vision restreinte, trop tendance a privilegier le VFR par rapport au vol aux instruments, une autre perception de la discipline....On pourrait developper...
Attention, cela ne veut pas dire que ce sont de mauvais pilotes ou instructeurs, ils sont en general tres bon pour le General Handling, meilleurs que les civils... mais dans les 20 dernieres annees, il y a eu divergence dans les orientations entre les 2 professions, c'est pourquoi des anciens de l'aviation civile dans les ecoles apportent beaucoup.
Dans toutes les professions, les anciens trouvent beaucoup de plaisir a transmettre leur savoir aux jeunes a la condition qu'il y ait la passion. C'est encore le cas des jeunes que je cotoie... Plusieurs dizaines de "fils" spirituels, il y a des moments forts et je me sens plus qu'utile. Un jeune ne pourrait pas faire ce que je fais, il faut l'experience pour etre credible vis a vis de ces jeunes adultes.
Bien cordialement

[flyblue]

Ce sera intéréssant de voir la réponse Française à l'Amendment (Recommandation) adopté par l'OACI ...


Age limit for flight crew

Amendment 167 to Annex 1
The ICAO Council adopted on 10 March 2006 an amendment to Annex 1 — Personnel Licensing that increases by five years the upper age limit for commercial pilots operating two-pilot aircraft. The new provisions become applicable on 23 November 2006 and read as follows:
2.1.10.1 A Contracting State, having issued pilot licences, shall not permit the holders thereof to act as pilot-in-command of an aircraft engaged in international commercial air transport operations if the licence holders have attained their 60th birthday or, in the case of operations with more than one pilot where the other pilot is younger than 60 years of age, their 65th birthday.
2.1.10.2 Recommendation.— A Contracting State, having issued pilot licences, should not permit the holders thereof to act as co-pilot of an aircraft engaged in international commercial air transport operations if the licence holders have attained their 65th birthday. Practical effects
Article 33 of the Convention on International Civil Aviation (signed in Chicago, it is often quoted as the ‘Chicago Convention’) limits the international recognition of flight crew licences to those who are in full compliance with the Standards of Annex 1 (note that paragraph 2.1.10.1 is a Standard). As a result, until 23 November 2006, even if an individual State authorizes a pilot-in-command (PIC) to fly in commercial air transport operations when over the age of 60 (65 from 23 November) that authorization can only be given for flights within that State’s national airspace. This is because no State can force another State to accept its own deviation from an ICAO Standard. Article 33 does not apply to the co-pilot as paragraph 2.1.10.2 is a Recommendation, not a Standard.
Articles 39 and 40 of the Convention are also relevant to the age limit of pilots-in-command engaged in commercial air transport operations as they authorize international flights by flight crew who do not meet all international licensing Standards, provided that an authorization is given by each State into which the aircraft is operated.
In practice, this means that if a pilot in command is under the age specified in paragraph 2.1.10.1 (60 years at present and 65 from November 2006) he cannot be prevented by reason of age from operating into any ICAO Contracting State. Further, once he has reached the specified age, he may still operate as PIC, subject to certain conditions:

his/her national Licensing Authority permits it; and,
operations are undertaken only in national airspace; unless,
another State has given specific authorization that such flights are permitted in its airspace. A State may wish to impose a lower maximum age limit than that specified by ICAO in 2.1.10.1. It may do this for the licenses it issues, but, as stated above, it cannot prevent an aircraft operated by a PIC holding a licence from another State, who is below the ICAO upper limit, from operating in its airspace.
For co-pilots, since paragraph 2.1.10.2 is a Recommendation, not a Standard, the upper age limit is set by the national Licensing Authority which can choose to impose any national age limit on the licenses it issues, as there are no international restrictions based on age for co-pilots.
When over 60, a six-monthly medical examination will be necessary (ICAO specifies an annual medical for those under 60 years who are engaged in two-pilot operations). For single-pilot commercial air transport operations, the upper age limit remains at 60 years.
Most of the States that have authorized their pilots to fly as pilot-in-command in commercial air transport operations after they reach the age specified in 2.1.10.1 also authorize pilots holding a license issued or validated by another States to fly in their own airspace under the same condition. However, ICAO does not collect information on States authorizing pilots to fly in their airspace after reaching the age of 60 and cannot provide information on the subject. Pilots seeking such information are advised to contact individual Civil Aviation Authorities.

http://www.icao.int/icao/en/trivia/peltrgFAQ.htm

[skyflyer2005]

On peut toujours montrer la France du doigt. Cependant, pour etre juste il faut citer que d'autres pays ont pris la meme disposition. Cet a dire : L'Italie, le Portugal, la Tchequie et les USA. Bons vols quand meme !