Questions to pilots in EASA land...
Thread Starter
Questions to pilots in EASA land...
A couple of weeks ago our operations here in Canada got word that all pilots flying charters in EASA land must complete flight tests/PPCs every 6 months on each type they fly which is not a requirement in Canada.
In my case being typed on both the 604 and Global Express this means I need to go to training and pass a flight test on both aircrafts twice a year for a total of four times in a 12 month period!
Can anyone shed a light on this? Are pilots in Europe going to training and passing a flight test every 6 months if they fly their aircrafts commercially or on charters?
TIA
In my case being typed on both the 604 and Global Express this means I need to go to training and pass a flight test on both aircrafts twice a year for a total of four times in a 12 month period!
Can anyone shed a light on this? Are pilots in Europe going to training and passing a flight test every 6 months if they fly their aircrafts commercially or on charters?
TIA
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Thanks... Seems extreme to me... ho well!
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I have to do a full recurrent every year and an LPC/OPC 6 months later on BOTH types, which is really a bit heavy since both aircraft I fly are with the same operator.... Luckily at least the line check counts for both types... The way we do it with double-rated pilots is that you go to the training centre twice a year, and do the long recurrent on one type, followed by a day OFF, followed by the LPC/OPC on the other type.
I still like the FAA system a lot better though...
I still like the FAA system a lot better though...
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I still like the FAA system a lot better though...
There were times when I honestly thought: i could not be worse than the LBA. But EASA combined with the knitwits in BS (the car plate prefix for the town the LBA is located - I kidd you not!) brings aviation to its knees.
Thread Starter
Well Canada it used to be that way... Every 6 months we needed training and a test but now it is no more.
If your company has a proper Transport Canada approuved training manual we can go to two years now before requiring a flight test.
We go once a year for a full recurrent training (twice is optional), on the first recurrent we do a loft in "lieu of a test" but this loft is not just a regular loft it compromises of failures and multiple approaches which in the end turns out to be excatly like a flight test... The following year after the full recurrent a flight test is given.
Does anyone know of applying for mitigating measures when the ICAO member as registered differences from ICAO regs?
If your company has a proper Transport Canada approuved training manual we can go to two years now before requiring a flight test.
We go once a year for a full recurrent training (twice is optional), on the first recurrent we do a loft in "lieu of a test" but this loft is not just a regular loft it compromises of failures and multiple approaches which in the end turns out to be excatly like a flight test... The following year after the full recurrent a flight test is given.
Does anyone know of applying for mitigating measures when the ICAO member as registered differences from ICAO regs?
Most likely because of their stuff does make sense, whereas EASA LalaLand is just about "how can we grab their balls and pull on em in case of".
Translation from the bureucranglish: coming up with more lame excuses to grab your money and support the FTOs.
It's about time we start demanding the same treatment towards politicians and public managers. Not current and proficient on your job? There's the door.
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And do not forget all the paperwork in EASA land. It was driving my U.S instructors any myself crazy.
Prefer also the FAA system, but the i find the 6 month sim check a good thing.
Prefer also the FAA system, but the i find the 6 month sim check a good thing.
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Under certain conditions, the check rides on the larger/more complex aircraft could be counted for the smaller one(s) as well.
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Another question...
What is the maximum legal age to be a captain on a commercial/charter type flight on a business jet in Europe?
What about a private flight on the same type of aircraft.
What is the maximum legal age to be a captain on a commercial/charter type flight on a business jet in Europe?
What about a private flight on the same type of aircraft.
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dirk85, that changed a few years ago. Anyone can fly with anyone else commercially upto the age of 65, HOWEVER, if one of the crew holds on OML, then the limit becomes 60. EASA forgot to update that rule!
Private Ops: No limit
Jimbo
Private Ops: No limit
Jimbo