I totally agree with Rigga....... From an Engineers point the difference legality wise and legislation wise are miles apart, even the skill set differs. Whilst in LaLa Land ( EASA) the allowances to get dispensation on exams has widened, (of which I oppose) the simple fact is it is a totally different world and set of rules..... Somewhere along the line a benchmark point has to be set, Whilst a VC10 pilot or a Tristar Pilot would no doubt easlily convert across to the likes of a Ryanair (cringe) 737, as they are or tend to be operating in the civilian environment, a Tornado or Hawk Pilot would be a different kettle of fish, as they are not operating as such to civil standards........... you have to set the benchmark somewhere and to be honest, to allow issue for one such as transports and not for the other would set a double standard, so you all have to jump through the same loops...............
Oddly enough I operated to the same principals as you guys when I was still in the RAF, in the belief that it should be a straight across transition, but having worked on both sides of the fence now, I can and do see the reasoning between the two and the need to "re-qualify" for want of a better word, whilst we all fly and operate aircraft, a lot of civilian flying and the way it works is totally alien to the military way.......... the problem is, you cannot show or it is very hard to show that to a Military pilot or Engineer when they haven't gone through the process of transiting from one to the other and seen for themselves the differences, probably why Rigga and myself, who have are saying so..
Look on the bright side, you will only hopefully need to do one hop, I have had to do two, from a RAF Sootie to a Licenced Aircraft Engineer ( A and C) and then to an EASA B1 and C... another slight difference in the RAF is you tend to hold one type or possibly 2 on your current experience, I hold over 200 Aircraft and engine types on my licences!!!!!!!!!