Some general background info and questions frequently asked here
Thread Starter
Some general background info and questions frequently asked here
This forum receives many, many questions about training, licences, costs etc - nearly all of which have been answered in other threads. Using the search function will usually give a plethora of useful information.
Another important resource is LASORS This is the UK aviation regulatory authority's
guide to most of the common queries they receive about training & licencing. It is fairly comprehensive so can take a fair bit of reading & re-reading to comprehend. Make notes & learn! You're studying something important to achieving your aspirations...
However, it IS difficult if you're starting with minimal or no knowledge about aviation. You can be in the situation of not knowing enough to know what to ask hence why I've written this. I've tried to pitch it as a broad overview, not a specific set
of instructions so there will be some errors in details here & there. If there are any glaring errors then please let me know & I'll correct them.
First off, some background information.
Internationally, aviation is 'regulated' by ICAO, the International Civil
Aviation Organisation. Nearly all countries are members of ICAO. Through discussion & agreement by its members, ICAO promulgates recommended standards that, by and large, its members implement.
This means that ICAO member countries will generally have qualifications, practices & licences that are ICAO compliant, which will then be recognised to greater or lesser extent by other ICAO countries.
Note that the member countries can file a difference to one or more of ICAO's recommended standards & practices and still be considered 'ICAO'. They can also implement systems, qualifications &/or licences that are not ICAO compliant and therefore generally not recognised by other ICAO countries.
There may also be regional, cross-border regulatory authorities who specify requirements for its members as well. You can expect these requirements to be ICAO compliant. I can't think of a regional authority that is not compliant. Europe is one area that has a regional authority.
All countries will reserve some form of governmental control over aviation within their political region and so establish some form regulatory authority to do so. Some examples:
UK --> CAA (Civil Aviation Authority). The UK is also subject to:
Europe --> JAA (Joint Regulatory Authority)
USA --> FAA (Federal Aviation Administration)
Australia --> CASA (Civil Aviation Safety Authority)
etc etc.
All these bodies are responsible within their own country or region for setting & implementing standards for licence issue, training, tests etc. Requirements are not necessarily exactly the same from country to country, although they may each be ICAO compliant. The devil is in the detail. This is why the frequent discussions on this board about converting one licence to another occur.
These authorites will each establish a set of rules & regulations that must be followed.
CAA: ANR --> Air Navigation Regulations
JAA: JAR --> Joint Aviation Regulations
FAA: FAR --> Federal Aviation Regulations
Oz CAA : CAR --> Civial Aviation Regulations
There will usually also be subsidiary rules & procedures specified in addtional documents:
CAA: AIP --> Aeronautical Information Publication
FAA: AIM --> Airmans Information Manual
etc
Pilot licences (called certificates in the USA but same effect)
The following ICAO compliant licences exist:
PPL: Private Pilot Licence
CPL: Commercial Pilot Licence
ATPL: Air Transport Pilot Licence (ATP: Air Transport Certificate in the USA)
These will be specific to certain categories of flying machine eg helicopters/rotorcraft, 'normal' fixed wing stuff, gliders, balloons etc.
There will also be additional ratings and endorsements that can be gained to extend what the underlying licence allows you to do. Commonly these include:
Instrument Rating: Allows the pilot to fly in conditions when conditions good enough for visual flight don't exist.
Instructor Rating: Allows the pilot to teach others to fly. There can be various levels of instructor privileges &/or separate instructor ratings for different types of instructing.
Night rating: Allows a day only, visual conditions pilot to fly at night. Still must be visual conditions though.
Agricultural rating: Allows a pilot to engage in crop spraying and similar agricultural related operations.
'Type' Ratings: Depending on the regulatory authority there will some form of aircraft type specific qualification that must be added to the pilot licence before a pilot can fly that type. Sometimes it's specific to a particular model eg Concorde or
the -400 series of the B747, other times it will cover a range of similar models eg B747-100, -200, -300, or it may cover a some group of types that are classed together eg single engine with a take-off weight below 5700kg.
Other endorsements: Some authorities may specify additional training & certification before a pilot can fly an aircraft fitted with certain equipment or in certain types of operation eg pressurisation, retractable undercarriage, more than 1 engine, aerobatics or formation flying etc etc etc. Not all authorities will be the same. It depends on each country's unique system of training & licence privileges.
For example, in Australia & the JAA an instrument rating is an add-on to any of the underlying licences where as the USA's ATP has instrument rating privileges integral to the the licence.
Different authorities will also specify what must be done to continue using a licence or rating over time. Some licences &/or ratings in some countries lapse if not renewed via some process, others are permanently valid. Old UK national licence (those issued before the UK implemented JARs) lasts 10 yrs, JAA licences 5 yrs while Australian & USA licences are permanently valid.
Even if a licence or rating is valid - permanently or after renewal - there can be currency & recency requirements to be met in order to exercise the related privileges. An example is a fairly common requirent for a pilot to have completed 3 take-offs & landings within the last 90 days in order to take passengers.
A country can also specify non-ICAO compliant qualifications. The UK's National Private Pilot Licence & Instrument Meteorological Conditions (IMC) rating, the USA's Recreational Pilot Certificate and Australia's Private Instrument Rating are examples.
Medicals
Class 1 medical for commercial operations. Class 2 (or Class 3 in some jurisdictions) for private ops.
NOTE: In the UK the initial Class 1 MUST be done at the CAA head office in Gatwick. It's expensive & time consuming. In Australia & USA it can be done at any Dr. who is approved to do aviation medicals. It's also a lot cheaper.
LICENCING
Private Pilot Licence
This allows the pilot to fly in non-commercial operations only. In general this means YOU CANNOT BE PAID to fly. There can be exception but it depends on that particular country's rules. NOTE: In JAA-land it's possible to add an instructor rating to the PPL. You must first pass at least CPL level exams to do it. Still can't be paid though.
The licence is limited to daytime and only in conditions suitable for visual flying. It can be extended by the addition of ratings to allow broader use of the licence. An example would be an instrument rating which would allow flight when conditions aren't suitable for visual flight.
There are slight variations between countries but the minimum requirements will be something like:
THEORY:
Pass the Private Licence exam. JAA states have several exams covering the required content (3, I think), USA & Australia a single exam.
You can study part-time, full time, or from specialist texts.
FLYING:
Minimum of around 40 or 45 hrs training, some dual (with an instructor), some solo (on your own). There may be a couple of hours training that is allowed to be in some form of basic simulator but it's usually not much.
There will be a flight test at the end of the course to see if you meet the required standards.
Commercial Pilot Licence
This lets you fly in commercial operations. You can be paid to fly! You're still limited to visual conditions unless you add an instrument rating to the licence. You cannot be the pilot-in-command (Captain) of aircraft that require two or more flight crew although co-pilot is fine.
Usually there are two routes to getting a CPL.
1. 'Commercially trained person' or 'integrated' or 'CAP509' or similar language, or
2. 'non-commercially trained' or 'non-integrated' or 'self improver' or equivalent.
THEORY
No matter which way you do it, you'll have to pass the CPL exams. Approx 8 or 10 under JAR or a single exam for an FAA or Australian licence.
In the UK (ie JAA-land) you can choose to sit the ATPL exams instead. This has the advantage that it covers CPL theory credits, Instrument rating theory credits AND ATPL theory credits. One of the few 'freebies' in aviation although there's a slight catch: You must obtain the instrument rating within 3 years of passing the last exam.
FLYING
1. Integrated/commercially trained/CAP509/whatever
This typically requires a minimum of:
150 hrs OF TRAINING, both dual & solo.
Solo (or command) time: 70 hrs
Flying by sole reference to instruments (IF): 10 hrs.
Some can be in a basic simulator some but not all.
Navigation cross country solo: 20 hrs.
2. Non-commercially trained/non-integrated/self improver
Typically a minimum of:
200 hrs EXPERIENCE ie not necessarily all training time.
100 hrs command
20 hrs solo cross country
10 hrs IF
There can be additional requirements for each of these paths such as a required distance cross country with minimum number of landings etc. JAA specify at least one solo navigation exercise covering 300nm with a landing at 2 different airstrips from the departure place.
Airline Transport Pilot Licence
This allows all the CPL privileges plus commanding aircraft that require more than one flight crew.
THEORY
ATPL exams. The number varies from authority to authority. USA has a single exam, Australia several, JAR states have 14. JAR states also mandate some portion of the theory training be full time.
FLYING
No specific training required. Minimum experience:
1500 hrs total
something like 250 command
100 hrs night
some amount of IF but can't remember what and for which state.
Some notes:
Australia & JAA-land don't require a flight test for the issue of this licence. They do require a current Instrument Rating for the initial issue of the licence.
USA requires a flight test to get this licence. The USA ATP has an integral instrument rating (the flight test is essentially an instrument rating test). The best part is that because USA licences don't lapse NEITHER DO THE INSTRUMENT PRIVILEGES INHERENT TO THE USA ATP. Bonus!!!
A bit about ratings
Instrument rating adds on to a licence the ability to fly in conditions that aren\'t good enough for visual flight. USA instrument ratings are permanently valid. Pretty much everywhere else they lapse after 1 year and can only be renewed with another flight test. Often the renewal flight test is not as involved as an initial issue flight test.
No matter whether the rating lapses or not, there are additional recency/currency requirements in order to use the rating. These vary from authority to authority.
Instructor rating(s) add the privilege of instructing on to a licence. There may be limits about what minimum licence level must be held in order to gain the instructor rating. In Austrlia it\'s a CPL, in JAR-land it\'s PPL. There may be prerequisites prior to being allowed to do the training course for this rating
There are usually various levels of instructor ratings with specified minimum instructional experience needed before the instructor can move \'up\'. Also the rating is usually limited about what the instructor can teach unless s/he extends the rating with additional flight tests eg gain approval to teach instrument ratings, flying multi-engine aircraft etc.
Instructor ratings usually have to be renewed every couple of years. The method varies from authority to authority.
Night rating/qualification: Adds night visual conditions only flight privileges to a licence. USA may include these privileges in their PPL.
Type ratings: Large aircraft types require training & qualification for each type eg Boeing B747-400, Airbus A300. This typically those larger than 5700kg/12500lbs, or those that require more than one flight crew, have turbine engines or a few specialist aircraft.
Various aircraft can also be included in classes by an authority. This means they can issue a class rating, allowing the pilot to fly any a/c type included within that class.
Converting licences from one authority to another
This area is a minefield!!! ...and can only be very brief here.
It\'s an ICAO recommendation that member states recognise at least a PPL. This usually translates to \'front up with at least a PPL or higher licence from another ICAO state & walk out with a PPL from this state\' however it also means that you may be able to exercise your foreign licence without further ado. Depends on the country. There are catches with a PPL change over though.
* The current USA security paranoia means there are additional evidentiary hoops to jump through if you\'re trying to get a USA PPL based on your ICAO licence.
* You will be limited to whatever your originating state\'s licence is limited to even if the subsequent state\'s PPL has greater privileges.
* The subsequent licence will only be valid as long as the original licence is valid.
Converting professional licences is rather more complicated. Too complicated to cover here. You need to consider every situation individually
You can expect to be able to credit your previous flight experience towards the new state\'s minimum experience requirements. You will have to do a medical.
You may find you can do a \'conversion\' exam eg in Australia, or....you might have to do ALL the exams for the new state\'s licence eg JAR-land.
There will also be a flight test.
In short, you MUST consult whatever official guidance is published. In the UK \'LASORS\' has this info.
Hope this overlong tome helps.
Another important resource is LASORS This is the UK aviation regulatory authority's
guide to most of the common queries they receive about training & licencing. It is fairly comprehensive so can take a fair bit of reading & re-reading to comprehend. Make notes & learn! You're studying something important to achieving your aspirations...
However, it IS difficult if you're starting with minimal or no knowledge about aviation. You can be in the situation of not knowing enough to know what to ask hence why I've written this. I've tried to pitch it as a broad overview, not a specific set
of instructions so there will be some errors in details here & there. If there are any glaring errors then please let me know & I'll correct them.
First off, some background information.
Internationally, aviation is 'regulated' by ICAO, the International Civil
Aviation Organisation. Nearly all countries are members of ICAO. Through discussion & agreement by its members, ICAO promulgates recommended standards that, by and large, its members implement.
This means that ICAO member countries will generally have qualifications, practices & licences that are ICAO compliant, which will then be recognised to greater or lesser extent by other ICAO countries.
Note that the member countries can file a difference to one or more of ICAO's recommended standards & practices and still be considered 'ICAO'. They can also implement systems, qualifications &/or licences that are not ICAO compliant and therefore generally not recognised by other ICAO countries.
There may also be regional, cross-border regulatory authorities who specify requirements for its members as well. You can expect these requirements to be ICAO compliant. I can't think of a regional authority that is not compliant. Europe is one area that has a regional authority.
All countries will reserve some form of governmental control over aviation within their political region and so establish some form regulatory authority to do so. Some examples:
UK --> CAA (Civil Aviation Authority). The UK is also subject to:
Europe --> JAA (Joint Regulatory Authority)
USA --> FAA (Federal Aviation Administration)
Australia --> CASA (Civil Aviation Safety Authority)
etc etc.
All these bodies are responsible within their own country or region for setting & implementing standards for licence issue, training, tests etc. Requirements are not necessarily exactly the same from country to country, although they may each be ICAO compliant. The devil is in the detail. This is why the frequent discussions on this board about converting one licence to another occur.
These authorites will each establish a set of rules & regulations that must be followed.
CAA: ANR --> Air Navigation Regulations
JAA: JAR --> Joint Aviation Regulations
FAA: FAR --> Federal Aviation Regulations
Oz CAA : CAR --> Civial Aviation Regulations
There will usually also be subsidiary rules & procedures specified in addtional documents:
CAA: AIP --> Aeronautical Information Publication
FAA: AIM --> Airmans Information Manual
etc
Pilot licences (called certificates in the USA but same effect)
The following ICAO compliant licences exist:
PPL: Private Pilot Licence
CPL: Commercial Pilot Licence
ATPL: Air Transport Pilot Licence (ATP: Air Transport Certificate in the USA)
These will be specific to certain categories of flying machine eg helicopters/rotorcraft, 'normal' fixed wing stuff, gliders, balloons etc.
There will also be additional ratings and endorsements that can be gained to extend what the underlying licence allows you to do. Commonly these include:
Instrument Rating: Allows the pilot to fly in conditions when conditions good enough for visual flight don't exist.
Instructor Rating: Allows the pilot to teach others to fly. There can be various levels of instructor privileges &/or separate instructor ratings for different types of instructing.
Night rating: Allows a day only, visual conditions pilot to fly at night. Still must be visual conditions though.
Agricultural rating: Allows a pilot to engage in crop spraying and similar agricultural related operations.
'Type' Ratings: Depending on the regulatory authority there will some form of aircraft type specific qualification that must be added to the pilot licence before a pilot can fly that type. Sometimes it's specific to a particular model eg Concorde or
the -400 series of the B747, other times it will cover a range of similar models eg B747-100, -200, -300, or it may cover a some group of types that are classed together eg single engine with a take-off weight below 5700kg.
Other endorsements: Some authorities may specify additional training & certification before a pilot can fly an aircraft fitted with certain equipment or in certain types of operation eg pressurisation, retractable undercarriage, more than 1 engine, aerobatics or formation flying etc etc etc. Not all authorities will be the same. It depends on each country's unique system of training & licence privileges.
For example, in Australia & the JAA an instrument rating is an add-on to any of the underlying licences where as the USA's ATP has instrument rating privileges integral to the the licence.
Different authorities will also specify what must be done to continue using a licence or rating over time. Some licences &/or ratings in some countries lapse if not renewed via some process, others are permanently valid. Old UK national licence (those issued before the UK implemented JARs) lasts 10 yrs, JAA licences 5 yrs while Australian & USA licences are permanently valid.
Even if a licence or rating is valid - permanently or after renewal - there can be currency & recency requirements to be met in order to exercise the related privileges. An example is a fairly common requirent for a pilot to have completed 3 take-offs & landings within the last 90 days in order to take passengers.
A country can also specify non-ICAO compliant qualifications. The UK's National Private Pilot Licence & Instrument Meteorological Conditions (IMC) rating, the USA's Recreational Pilot Certificate and Australia's Private Instrument Rating are examples.
Medicals
Class 1 medical for commercial operations. Class 2 (or Class 3 in some jurisdictions) for private ops.
NOTE: In the UK the initial Class 1 MUST be done at the CAA head office in Gatwick. It's expensive & time consuming. In Australia & USA it can be done at any Dr. who is approved to do aviation medicals. It's also a lot cheaper.
LICENCING
Private Pilot Licence
This allows the pilot to fly in non-commercial operations only. In general this means YOU CANNOT BE PAID to fly. There can be exception but it depends on that particular country's rules. NOTE: In JAA-land it's possible to add an instructor rating to the PPL. You must first pass at least CPL level exams to do it. Still can't be paid though.
The licence is limited to daytime and only in conditions suitable for visual flying. It can be extended by the addition of ratings to allow broader use of the licence. An example would be an instrument rating which would allow flight when conditions aren't suitable for visual flight.
There are slight variations between countries but the minimum requirements will be something like:
THEORY:
Pass the Private Licence exam. JAA states have several exams covering the required content (3, I think), USA & Australia a single exam.
You can study part-time, full time, or from specialist texts.
FLYING:
Minimum of around 40 or 45 hrs training, some dual (with an instructor), some solo (on your own). There may be a couple of hours training that is allowed to be in some form of basic simulator but it's usually not much.
There will be a flight test at the end of the course to see if you meet the required standards.
Commercial Pilot Licence
This lets you fly in commercial operations. You can be paid to fly! You're still limited to visual conditions unless you add an instrument rating to the licence. You cannot be the pilot-in-command (Captain) of aircraft that require two or more flight crew although co-pilot is fine.
Usually there are two routes to getting a CPL.
1. 'Commercially trained person' or 'integrated' or 'CAP509' or similar language, or
2. 'non-commercially trained' or 'non-integrated' or 'self improver' or equivalent.
THEORY
No matter which way you do it, you'll have to pass the CPL exams. Approx 8 or 10 under JAR or a single exam for an FAA or Australian licence.
In the UK (ie JAA-land) you can choose to sit the ATPL exams instead. This has the advantage that it covers CPL theory credits, Instrument rating theory credits AND ATPL theory credits. One of the few 'freebies' in aviation although there's a slight catch: You must obtain the instrument rating within 3 years of passing the last exam.
FLYING
1. Integrated/commercially trained/CAP509/whatever
This typically requires a minimum of:
150 hrs OF TRAINING, both dual & solo.
Solo (or command) time: 70 hrs
Flying by sole reference to instruments (IF): 10 hrs.
Some can be in a basic simulator some but not all.
Navigation cross country solo: 20 hrs.
2. Non-commercially trained/non-integrated/self improver
Typically a minimum of:
200 hrs EXPERIENCE ie not necessarily all training time.
100 hrs command
20 hrs solo cross country
10 hrs IF
There can be additional requirements for each of these paths such as a required distance cross country with minimum number of landings etc. JAA specify at least one solo navigation exercise covering 300nm with a landing at 2 different airstrips from the departure place.
Airline Transport Pilot Licence
This allows all the CPL privileges plus commanding aircraft that require more than one flight crew.
THEORY
ATPL exams. The number varies from authority to authority. USA has a single exam, Australia several, JAR states have 14. JAR states also mandate some portion of the theory training be full time.
FLYING
No specific training required. Minimum experience:
1500 hrs total
something like 250 command
100 hrs night
some amount of IF but can't remember what and for which state.
Some notes:
Australia & JAA-land don't require a flight test for the issue of this licence. They do require a current Instrument Rating for the initial issue of the licence.
USA requires a flight test to get this licence. The USA ATP has an integral instrument rating (the flight test is essentially an instrument rating test). The best part is that because USA licences don't lapse NEITHER DO THE INSTRUMENT PRIVILEGES INHERENT TO THE USA ATP. Bonus!!!
A bit about ratings
Instrument rating adds on to a licence the ability to fly in conditions that aren\'t good enough for visual flight. USA instrument ratings are permanently valid. Pretty much everywhere else they lapse after 1 year and can only be renewed with another flight test. Often the renewal flight test is not as involved as an initial issue flight test.
No matter whether the rating lapses or not, there are additional recency/currency requirements in order to use the rating. These vary from authority to authority.
Instructor rating(s) add the privilege of instructing on to a licence. There may be limits about what minimum licence level must be held in order to gain the instructor rating. In Austrlia it\'s a CPL, in JAR-land it\'s PPL. There may be prerequisites prior to being allowed to do the training course for this rating
There are usually various levels of instructor ratings with specified minimum instructional experience needed before the instructor can move \'up\'. Also the rating is usually limited about what the instructor can teach unless s/he extends the rating with additional flight tests eg gain approval to teach instrument ratings, flying multi-engine aircraft etc.
Instructor ratings usually have to be renewed every couple of years. The method varies from authority to authority.
Night rating/qualification: Adds night visual conditions only flight privileges to a licence. USA may include these privileges in their PPL.
Type ratings: Large aircraft types require training & qualification for each type eg Boeing B747-400, Airbus A300. This typically those larger than 5700kg/12500lbs, or those that require more than one flight crew, have turbine engines or a few specialist aircraft.
Various aircraft can also be included in classes by an authority. This means they can issue a class rating, allowing the pilot to fly any a/c type included within that class.
Converting licences from one authority to another
This area is a minefield!!! ...and can only be very brief here.
It\'s an ICAO recommendation that member states recognise at least a PPL. This usually translates to \'front up with at least a PPL or higher licence from another ICAO state & walk out with a PPL from this state\' however it also means that you may be able to exercise your foreign licence without further ado. Depends on the country. There are catches with a PPL change over though.
* The current USA security paranoia means there are additional evidentiary hoops to jump through if you\'re trying to get a USA PPL based on your ICAO licence.
* You will be limited to whatever your originating state\'s licence is limited to even if the subsequent state\'s PPL has greater privileges.
* The subsequent licence will only be valid as long as the original licence is valid.
Converting professional licences is rather more complicated. Too complicated to cover here. You need to consider every situation individually
You can expect to be able to credit your previous flight experience towards the new state\'s minimum experience requirements. You will have to do a medical.
You may find you can do a \'conversion\' exam eg in Australia, or....you might have to do ALL the exams for the new state\'s licence eg JAR-land.
There will also be a flight test.
In short, you MUST consult whatever official guidance is published. In the UK \'LASORS\' has this info.
Hope this overlong tome helps.
Last edited by Tinstaafl; 15th Jun 2004 at 01:42.
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Tinstaafl,
An excellent post!!!
If this could be made a sticky, and as long as people read it, it should answer a large proportion of "newbie"-type questions.
Just a couple of minor things to add, and both of these are specific to the JAA system:
- The "frozen ATPL" or "fATPL". This is a phrase which is used, informally, in JAR states (and especially the UK) to mean a CPL/IR, with the ATPL exams passed. It also often includes a Multi Crew Course. There is no offical license called a "frozen ATPL", it's just an informal phrase, but it's often used as a minimum requirement for airline entry in Europe. Can be obtained by either the "integrated" or the "modular" (non-intergrated) route as Tinsaafl describes.
- Under JAR, there is an additional requirement for the ATPL, and that is 500 hours of time on a multi-crew aircraft (presumably as co-pilot, since you can't operate a multi-crew aircraft commercially as captain before you have the ATPL).
Now, let's get this sticky'd please!!!
An excellent post!!!
If this could be made a sticky, and as long as people read it, it should answer a large proportion of "newbie"-type questions.
Just a couple of minor things to add, and both of these are specific to the JAA system:
- The "frozen ATPL" or "fATPL". This is a phrase which is used, informally, in JAR states (and especially the UK) to mean a CPL/IR, with the ATPL exams passed. It also often includes a Multi Crew Course. There is no offical license called a "frozen ATPL", it's just an informal phrase, but it's often used as a minimum requirement for airline entry in Europe. Can be obtained by either the "integrated" or the "modular" (non-intergrated) route as Tinsaafl describes.
- Under JAR, there is an additional requirement for the ATPL, and that is 500 hours of time on a multi-crew aircraft (presumably as co-pilot, since you can't operate a multi-crew aircraft commercially as captain before you have the ATPL).
Now, let's get this sticky'd please!!!
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'morning,
Having just read quite a few threads about FAA certificates and ICAO compliance, I still haven't found a definite answer or official document to answer the following question:
"Is a PPL issued by the FAA compliant with ICAO Annex 1" ?
Until today I thought it was, but a JAA NAA believes it isn't and is playing with my feet about that. Since I'm not rich enough to buy the ICAO annexes, I can't check the supplement section where they state who's not compliant and for what.
Any help, reference, copy-paste, link or document would be much much appreciated. Thanks in advance!
Having just read quite a few threads about FAA certificates and ICAO compliance, I still haven't found a definite answer or official document to answer the following question:
"Is a PPL issued by the FAA compliant with ICAO Annex 1" ?
Until today I thought it was, but a JAA NAA believes it isn't and is playing with my feet about that. Since I'm not rich enough to buy the ICAO annexes, I can't check the supplement section where they state who's not compliant and for what.
Any help, reference, copy-paste, link or document would be much much appreciated. Thanks in advance!
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From the ICAO website
Does my licence meet ICAO requirements?
Some States include a statement on the licence specifying that the licence meets the requirement of ICAO Annex 1 to the Chicago Convention. When it is not the case, licence holders may verify with the Civil Aviation Authorities in their respective States whether their licence is in compliance with ICAO requirements. Each individual Contracting State should have the information available as they have the duty to inform ICAO of any difference between ICAO licensing Standards and their national/regional regulations. Any information in this matter submitted by Contracting States to ICAO is contained on the Supplement to Annex 1.
Non-ICAO compliant licence
1. An endorsement with a "Licence does not meet ICAO requirements" statement may appear on a licence in two different situations:
a. the licence covers an activity for which no ICAO licensing requirements exist. Typical examples are airship, microlight or recreational pilot licences; or
b. the licence covers an activity for which ICAO has established licensing requirements but the holder does not meet all conditions related to age, knowledge, experience, instruction, skill and medical fitness.
2. Licences that do not meet ICAO requirements are not recognized internationally and are therefore valid only in the airspace of the State that has issued such a licence. The use of the licence in other States is only possible if the State whose airspace is used, has authorized it.
For more information, please refer to Annex 1, Chapter 1, paragraphs 1.2 and 1.2.5 and the FAQ on "International recognition of flight crew licences".
Some States include a statement on the licence specifying that the licence meets the requirement of ICAO Annex 1 to the Chicago Convention. When it is not the case, licence holders may verify with the Civil Aviation Authorities in their respective States whether their licence is in compliance with ICAO requirements. Each individual Contracting State should have the information available as they have the duty to inform ICAO of any difference between ICAO licensing Standards and their national/regional regulations. Any information in this matter submitted by Contracting States to ICAO is contained on the Supplement to Annex 1.
Non-ICAO compliant licence
1. An endorsement with a "Licence does not meet ICAO requirements" statement may appear on a licence in two different situations:
a. the licence covers an activity for which no ICAO licensing requirements exist. Typical examples are airship, microlight or recreational pilot licences; or
b. the licence covers an activity for which ICAO has established licensing requirements but the holder does not meet all conditions related to age, knowledge, experience, instruction, skill and medical fitness.
2. Licences that do not meet ICAO requirements are not recognized internationally and are therefore valid only in the airspace of the State that has issued such a licence. The use of the licence in other States is only possible if the State whose airspace is used, has authorized it.
For more information, please refer to Annex 1, Chapter 1, paragraphs 1.2 and 1.2.5 and the FAQ on "International recognition of flight crew licences".
