For all those interested. If you look in the Fragrant Harbour forum under Dan Winterland you will find an email address email@example.com where coordinated action gainst this ruling is proposed. He needs the to know whether your licence is current, if not when it expired, what licence you are operating under and which company. It was written in November last year but I suspect is still active. Also I have just got a copy of the APRIL 2012 issue of PILOT magazine where there is a letter from the Chief Executive of the CAA on this very subject. He explains that there was an error in all issues of LASORS prior to 2010 when it was changed to the current policy. He is adamant that the policy will not be changed and appears to be in line with what EASA is proposing. My argument with that is that we have been told and warned about the EASA changes to licencing but never were about the IR. I intend to write to this man and try to seek some sensible response to this issue based on common sense and the fact that we are all operating under an ICAO licence which is recognized by the CAA. I have also rejoined BALPA as an associate member who I believe maybe attempting to bring this issue to a head with the CAA. I am certain that if enough people get together we can fight this issue successfully and retain our UK IR's without having to go back to the level of a spotty youth commencing his first IR.
Frankie, good job, thanks for the info. Let us know what progress you make.
I will e-mail Dan and ask him what progress has been made. As I mentioned before I plan to correlate all pilots in the ME region who are affected by this stupidity and are willing to consider a class action. Alternatively if we can add our collective weight to the HK group then that may be the way...
Word of warning. After 8th April you will need a Current muti crew type on your UK state licence to get a current JAA licence, in order to get an EASA licence! That includes an I/R! Prior to that date you Don't need a current muti crew type, an SEP rating will do it. UK have delayed EASA licences by 6 months, but you need a JAA licence before then to get an EASA licence.
I now have a shinny new JAA licence without a current I/R!
There are NO more JAA exam sittings. After 8th of April you will be guinea pigs sitting EASA exams! Whats more you will have to present yourself to a TRTO organsation. Who will tell you what courses' exams to sit! More ways to rip you off.
Luke, my understanding is (assuming you hold a UK issued JAA ATPL like me) is you have 5 years to keep your medical current, and that if you can get a 320 LPC done somewhere in that timeframe you'll be sweet. This came after a visit to the Belgrano last week.
I think you're mixing keeping you licence valid vs keeping your IR valid....These are 2 seperate issues...you can have a valid licence without an IR. You can put any a/c you want on your licence regardless of the status of your IR, or even if you have an IR or not.
I wonder if and when we get things organised if it will be better to approach EASA rather than the morons at LGW?
The thread on Fragrant Harbour mentions that the 1.185 ruling has not been interpreted by the UK CAA as JAR intended. JAR-FCL intended that the 7 year rule apply to pilots who had not kept their rating/skills valid in any way. It was not intended to penalise pilots in the likes of EK, Cathay and SQ etc. who kept current.
as someone who will be affected when my caa issued jaa licence expires in 2013. my thoughts are if the caa choose to adopt this draconian interpretation unilaterally while other e.u. states are more sympathetic,then perhaps our answer is to change our state of licence. from brief research it seems this can be done by applying for transfer of med records and applying for reissue of ratings or more simply take a new initial med cert and apply for ratings. i stand to be corrected. perhaps belgrano's attitude might change when they see the free lunch money going across the channel or the irish sea.
Having spent a considerable amount of time thinking about this situation I have come to the conclusion that the CAA has contradicted itself...
As has been posted JAR officials did not intend this rule to apply to pilots who kept their IR valid under another ICAO licence, i.e. most of us. They intended that the 7 year rule apply to pilots who had not kept current, in other words, needed retraining.
Now we come to the 'wonderful' UK CAA. I can only assume that the requirement to do all of the ground exams for an IR is to retrain and refresh a pilot who has not kept current, vis a vis it contradicts what they are demanding of 'current' pilots, e.g. EK, SQ etc. Therefore it would seem to back up the JAR version of how the rule was intended to be and not to play silly b*ggers with perfectly well qualified pilots.
Interestingly pilots who turn up at some other european JAR offices don't stricly have to keep to any validity rules as long as they can prove that they are current/have an ICAO licence and they get given a revalidated licence for their country when they need it etc...
Someone was asking about Lasors 2008. I have copies of Lasors 2006, 08 & 10. In Lasors 06 & 08. It clearly states, under Renewal of an IR (A).
Where IR privileges have been exercised in another category of aircraft i.e. UK/JAR IR(H) or under the privlileges of an ICAO licence (aeroplanes & helicopters) or under military IR qualification (fixed wing or rotary), the renewal requirements will be base on the expiry date of THAT IR.
If you did not meet that requirement & 7 years has lapsed you must resit the exams.
It changed in Lasors 2010 & also affects the military boys & girls. Where your JAA IR has lapsed more than 7 years you must reset your exams. After speaking to an insider, there are no ex aircrew in FCL. They have taken JAA (just like the judges in human rights laws in the UK) to the 9th degree! It says this, so thats that. Typical civil servants!
I have registered with the guy in BALPA who is handling it. He is hopeful this mess can be turned around, as JAA did not intend to affect those in the military or those of us who fly on ICAO licences.
Currently converting to EASA licence with 777 type rating.
This is being carried out by a third party using JAA approved sim in London area and has limited access to some slots. No approaches by individuals will be entertained and must be booked through an aviation intermediary.
If interested in converting that GCAA type rating to EASA recognised type rating then send me a private message, *"P.M."
This will work for anyone who flies for any of the airlines under the GCAA region.
If you are a First Officer and have a P2 licence, you have to also do ground school and a written exam as well as an LPC. The UK CAA do not recognise P2 licences. Its not as easy as a simple LPC in a UK CAA approved sim if your an FO
I had to go to Oxford Aviation in Gatwick for 2 days to get the Rating I have on my QCAA licence onto my JAA and thus onto my EASA when the time comes.
If you're a captain with a P1, maybe sims in Dubai will be all you need.
I'm planning to set up a forum/site so that we can gather as many affected people worldwide as possible to petition EASA.
Hopefully now that all European pilots are affected they will have to take notice. Another advantage is that the CAA has no say in how things are dealt with. Eu-Ops is one law and no agency can interpret/vary the Part FCL which is now available to download. The only problem is that they have also decided to apply the 7 year rule, but I think we may get more sense out of a centralised European system?
COMMISSION REGULATION (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council