Flying for Multiple AOC EASA
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Flying for Multiple AOC EASA
Hi all,
Maybe someone could help me out in finding what regulation under EASA states that a pilot cannot perform commercial operations for more than one operator.
i currently fly with an aoc and only have one aircraft of the type i fly, there maintenance downtimes can be significant, so i would like to have the chance to offer my services to another aoc during these times
Thanks!
Maybe someone could help me out in finding what regulation under EASA states that a pilot cannot perform commercial operations for more than one operator.
i currently fly with an aoc and only have one aircraft of the type i fly, there maintenance downtimes can be significant, so i would like to have the chance to offer my services to another aoc during these times
Thanks!
Last edited by Jgatt; 7th May 2023 at 13:29.
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I don't think there is one either, but one AOC told me that it was impossible to fly for multiple operators due to regulations, obviously they couldn't quote anything so I'm just wondering if anyone else had a similar situation.
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This mentality is endemic in aviation for some reason. The whole industry is generally geared towards finding reasons not to do something.
Hi all,
Maybe someone could help me out in finding what regulation under EASA states that a pilot cannot perform commercial operations for more than one operator.
i currently fly with an aoc and only have one aircraft of the type i fly, there maintenance downtimes can be significant, so i would like to have the chance to offer my services to another aoc during these times
Thanks!
Maybe someone could help me out in finding what regulation under EASA states that a pilot cannot perform commercial operations for more than one operator.
i currently fly with an aoc and only have one aircraft of the type i fly, there maintenance downtimes can be significant, so i would like to have the chance to offer my services to another aoc during these times
Thanks!
You should note that the operator's conversion course (OCC) requirements are applicable to NCC as well as AOC flying. This is probably because mistakes are made when either pilot misunderstands what the other has said or does or is not familiar with the company procedures, equipment and processes. This means that you can not hop around aircraft flying freelance on private operations without completing the operators conversion course. The regulations contain the words ' when changing operators' in the requirement to conduct an OCC so if you change operators one day and then back the next then by inference you are required to complete the OCC each time. The basic information applicable to all flying, including private operations, can be found in ORO.FC.100 onwards and the additional requirements for AOC flying in ORO,FC.200 onwards.
If an operator follows the rules it is technically possible to fly for different operations but it is very time consuming and expensive to the point of not being worth the time and trouble and the risks of a non-compliance are high. This applies to private (NCC) and commercial (AOC) operations.
Contrary to what has been written above, it is your problem as you are personally responsible for your actions or omissions.
If an operator follows the rules it is technically possible to fly for different operations but it is very time consuming and expensive to the point of not being worth the time and trouble and the risks of a non-compliance are high. This applies to private (NCC) and commercial (AOC) operations.
Contrary to what has been written above, it is your problem as you are personally responsible for your actions or omissions.
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As a pilot in EASA land, intending to work for multiple AOCs, the amount of types you are allowed to fly commercially at the same time is most likely the only regulatory limit out there. The maximum is two.
You can fly with as many operators as you are able to, provided there is no restriction in your contract (which is not a regulatory thing).
OCC is done when joining an operator and is kept current with annual recurrent trainings & checks. (OPC, line check,...). If you stay current in that regard, there is no need for another OCC, unless you are changing type or upgrading to CPT. Even falling out of currency does not necessitate an entire OCC.
You can fly with as many operators as you are able to, provided there is no restriction in your contract (which is not a regulatory thing).
OCC is done when joining an operator and is kept current with annual recurrent trainings & checks. (OPC, line check,...). If you stay current in that regard, there is no need for another OCC, unless you are changing type or upgrading to CPT. Even falling out of currency does not necessitate an entire OCC.
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ORO.FC.100
So it is explicitly allowed for in the regulations, and the responsibiliy for everything other than having a current LPC rests with the operator. Once you have completed the OCC then there is no need to do it again as long as you meet all the same currency or renewal requirments as if you were full time.
For part NCC the OCC requirements are not too onerous. Many operators have written into their manuals that they will accept a standard sim recurrent for the ground/flight training, and can accept previous courses for things like CRM & DG. There should be something on the safety equipment of their particular aircraft, but there often isn't.
For AOC, where there is more required including OPCs and line training, it is still theoretically possible but in practice rarely worth the company's investment if you are not going to be full time. Most cases of freelancing for AOCs involve people who were previously full time and just need to be kept current.
(e) When engaging the services of flight crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart and the relevant elements of Annex I (Part-FCL) to Regulation (EU) No 1178/2011, including the requirements on recent experience, are complied with, taking into account all services rendered by the flight crew member to other operator(s) to determine in particular:
(1) the total number of aircraft types or variants operated; and
(2) the applicable flight and duty time limitations and rest requirements.
(1) the total number of aircraft types or variants operated; and
(2) the applicable flight and duty time limitations and rest requirements.
For part NCC the OCC requirements are not too onerous. Many operators have written into their manuals that they will accept a standard sim recurrent for the ground/flight training, and can accept previous courses for things like CRM & DG. There should be something on the safety equipment of their particular aircraft, but there often isn't.
For AOC, where there is more required including OPCs and line training, it is still theoretically possible but in practice rarely worth the company's investment if you are not going to be full time. Most cases of freelancing for AOCs involve people who were previously full time and just need to be kept current.
