Same boat as myself with the MEP when I looked at it.
Before all I would have had to do is a test in a MEP and send the license off and get it put back on.
Now its the whole thing again. I can sort of see the point if your flying a 4 holer. But I am doing 600 hours a year in a TP. So the course is going to teach me how to use cowling flaps again.
Unbelievable, which doc is this stated in ? 3000 hrs multi piston worldwide ops and I have to do an MEP course again to fly for pleasure, something's not right.
It something like must complete training as required by an ATO.
When I talked to a couple of them it was going to be...
1 hour general handling steep turns and the like emergency actions. 1 hour stalling and dual engine circuits 1.5 hours single engine work 2 hours ground school MEP. and the MEP exam.
Then a one hour skills test which couldn't combined with the MEP SPA IR.
Thanks, a good lead just emailed them, though by the looks of it I will just renew the SEP / MEP Land SP IR and leave the instructor ratings to disappear for good gracefully. Fortunately I still have my TRI/TRE on a hot jet so that will keep me happy
I object to it mainly because of there attitude. Its not a lets see what you need and if we go up for an hour and everything is fine we can crack on with the test. Its the no you must do x amount of hours.
I took such an exception to it that two CV's got removed from a to be interviewed pile because of thier attitude on the phone. So I hope they like instructing on the twin because thats what they will be doing instead of flying a multicrew turboprop.
Briefly looking through CAP 804, as the holder of a current JAR FCL ATPL not a lot is going to change except for a new looking licence and any expired class/type ratings going on the back of the licence page for future revalidation by an examiner and then re-issue of that licence page by the CAA, is that it in a nut shell ?
I think so, but I suspect that when we come round to renewing our licenses things will come up in the wash. The ATPL and SEP class trumps everything down to national level but as soon as you start getting into nitty gritty of the different classes it gets a bit confusing. But if you just looking at flying run of the EASA C of A aircraft its relatively simple.
The only thing I am dithering about is what sort of instrument rating to maintain on SEP SPA. The full monty or just what the IMC turns into.
Personally I am going to renew my SEP, MEP, SPA/IR then with the MPA/IR and type ratings TRI/TRE that should cover a multitude of sins, from reading CAP 804 the licence should then read ATPL, CPL, PPL, SPL with current type and class ratings, my old instructor ratings can disappear gracefully as I have no time or interest to keep them current.
Oh the SPL bit should be interesting as I have a glider licence to silver C level that was issued 30 years ago and apparently never expires so they can put that on this new licence
