Location: Quite near 'An aerodrome somewhere in England'
Am I correct in thinking then, that in addition to a Part-FCL CPL/IR(R), which I'll have to renew every 25 months. I can still keep my pre-JAA UK CPL with non-expiring, embedded privileges, for use on annex 2 aircraft?
I suppose that would be possible, if you really want to be a licence collector....
Night rating pre-JAR-FCL became night 'qualification' under JAR-FCL.....and now back to night 'rating' under EASA.........
Perhaps this has been asked before but if I could find the answer I would not have posted, so...
It has been suggested to me that if I want to convert my (current) IMC rating from my Lifetime PPL(A) to an IR(Restricted) on an EASA PPL, then I must first get it transferred as an IMC rating onto a new shiny 5 year JAR FCL PPL.
Can someone direct me to a document/web page with the IMCr application fee. Having spent about 40minutes navigating the CAA website I am no wiser. An email has been sent to the CAA also but as yet I have had no response.
Well, I passed my IMCr skills test last Friday and my ground exam today. A little frustrating that I rushed it and then half way through the deadline was extended, but at least I'll have it for some 'summer' flying
If the NPA on IF delivers what it states, what would be the conversion of an IR/R to a full IR. I am assuming IR exams new 3hrs 50 mins with a credit of two of them if you hold a CPL EASA, (Cap 804) 10 hrs dual and a test.
I personally have about 60 hrs IF am an IMC instructor but exams have expired for any IR rating. I am current on ndb holds and approaches and have been an ATPL ground instructor so IR exams shouldnt be a problem. I am fully aware of the way the CAA ask questions. But am I inow in with a chance of getting a full IR without shedding out vast sums of cash ?
I don't know the answer to the conversion (if indeed this is in any way finalised) but how much dual training you will need to pass the IRT will depend on the syllabus and the actual training setup.
I have just done the FAA IR to JAA IR conversion and took 20-30hrs (depending how you count it - I had a break for some weeks, which is a big currency killer for that particular type of hand flying NDBs etc) and it is readily apparent that the biggest factor by far is whether NDB procedures remain potentially in the IRT (which I am sure they will) and if so what the tolerances are.
Some 80% of my 20+hrs were spent on NDBs.
For example, the requirement, on the NDB hold, to be established within 5 degrees on the inbound to the beacon was reduced from 30 secs to 15 secs and very recently to 5 secs. However, on an NDB approach, you cannot descend from the platform until you are within 5 degrees of the inbound track - end of story! And if you ever go outside that 5 degrees limit, you have to go around. In reality, the NDB system is so crap that examiners cannot work it rigidly, but how good do you need to be? It's a matter of judgement, for whoever is training you and deciding whether you need to do "one more flight" before you are good enough to be given the 170A course completion certificate and to go for the IRT.
That's before one gets onto the 170A "pre-test test" stuff which some FTOs run as a bit of a scam to make more £££, on which there are no defined standards, and the 170A examiner might well choose to operate the 30-second requirement.
I believe the CBM IR will allow a defined credit from previous instrument time, up to 40hrs. But IMHO you will still need to allow for say 20hrs FTO time to reach the IRT standard. But maybe not - nothing stops you being a bl00dy good pilot via unlogged flying; the difference is that now you will need just 10 official dual hours whereas previously it was 50, which is a big cost difference for people with "inadmissible" training/experience.
For example, the requirement, on the NDB hold, to be established within 5 degrees on the inbound to the beacon was reduced from 30 secs to 15 secs and very recently to 5 secs.
There is not (and never was) any requirement to be established on the inbound track for a specific time before reaching the beacon. Doc 8186 states merely that "Due allowance should be made in both heading and timing to compensate for the effects of wind to ensure the inbound track is regained before passing the holding fix inbound." Even the current requirement of 5 seconds is open to challenge if it can be shown that the ICAO requirement was met.
I thought we had laid to rest the concept of CAA 'Skygods' making up the rules as they went along but, clearly, the current crop of examiners are trying to re-invent a wheel that was long ago proved to be square.