FAA A&P to EASA Part 66 B1
 

Attn: All concerned

Has anyone got more details on the UK CAA now being in a priveleged
position to convert BA Engineering overseas staff's FAA A&P licences
in combination with EASA type courses to restricted or unrestricted
Part 66 B1s???

To convert another ICAO state's AMEL seems initially far too sensible to be true but goes a little against the known UK CAA/EASA rules at present you see..:D


BAe146??? :{ :{ :{

I find that rather perplexing BAe, I was under the impression that the UK CAA didn't think the FAA A&P was worth the plastic it is printed on! One would also imagine that at the very least the holder would need to sit some ( more like all) the modules over in the UK. I didn't think you got any credit for the A&P?

What prompted the question? What have you heard?

It is true about the Guidance Document. Refer Paragraph A7:

http://www.caa.co.uk/docs/177/8355%20Section%20A_06.pdf

I think that would apply to everyone not under EASA, not just the FAA.

Well to this bush lawyer, paragraph A7 offers no ambeguity whatsoever. Black and white IMHO. Having said that, never underestimate the lobbying power of the corperates and the leverage they weild upon government.

It would seem to set a precedent though for anyone who now deals with the UK CAA that should be afforded the courtesy.

I'm in agreement with the leverage they weild, but this industry is dying
over here, just like yours and this pan-european system is partly to blame.
Hardly anyone with the right skills, experience, loyalty or attitude.
No shortage of people with information :ugh:

CAA offer no credit for holding and FAA a&p for taking and module for B1 or B2. Don't think they're likely to in my lifetime either!

Except if you work for BA it seems airmech

Looks like it is true afterall in that the CAA IS run by BA. :mad:

I think it is scandolous, and also against the rules as stated in the ELGD documents as set by EASA.:ugh:

Really pisses me off having had to jump through numerous, continually moving hoops and still not having what I should.:ugh: :ugh: :mad: :mad: :ugh:

Spanners

I'm on the case.

I'm sorry UK CAA, if you do something, you do it properly.
Imagine if engineers on line/base duties did not do things properly?

Yes, consequences inbound.

BAe146?:{

Has the info on AIRMECH been confirmed or is it still at the dodgy rumour stage?

I think it has moved up to a true rumour stage. I have heard that it is happening.

Standards have been eroded over the years, what will be the next watershed? Licence without type with cert. privileges? We in Oz are just starting to move toward the EASA model, good or bad?

A&P or ICAO Type II to EASA part 66
 

Several hundreds of other airline engineers or their companies have paid a fortune to get the JAR-66 / EASA part 66 licence.
I want to see their claims when BA gets it for free!

Under "Eurozone" law, does this constitute a government subsidy to BA from the UK Gov? Would this be grounds for other European airlines to drag BA through Brussles?

A&P to EASA part 66
 

I would not go that far. Our FAR 145 company was handling for over 10 years a charter airline in Germany.
When the JAR was in effect, we had to stop the contract. Several of us had to go to Oxford to get the new licence.
When you are sending only one man for 4 month to a training, the costs mount easily over Pounds 50,000.
A normal company may ask to CAA to pay one or two Million Pounds back!

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