Use of a CRI rating

[BillieBob]

Is 'biannual' rather than 'biennial' another little EASA gem?

No, just a brain fart caused by reading too much EASA bull$hit. Sorry.

[BillieBob]

So who will be able to do differences training? What about things like SET?

As far as I can see, only FIs will be able to conduct differences training as theirs are the only privileges to include instruction for class and type ratings for single-pilot, single-engine aircraft generally (i.e. without specifying "the issue, revalidation and renewal" of ratings as the CRI privileges do) and for class extensions, which I take as meaning tailwheel, VP prop, etc.

So far as SET is concerned, a CRI will be able to instruct for SET class and type ratings provided that the aircraft is not classified as a complex, high performance aeroplane (e.g. Cessna SET, etc.) Instruction for complex, high performance SET ratings (e.g. TBM700, AT802, etc.) will have to be done by a TRI(SPA). Mind you, the problem is not helped by EASA getting up to its usual tricks and throwing in new terms without defining them - I cannot immediately find a definition of 'complex, high performance aeroplane', either in the NPA or in CS Definitions. We might assume that 'complex' and 'high performance aeroplanes' are as defined as in JAR-FCL but it is only an assumption.

It is also not clear what will happen in the case of aircraft that currently hold national ratings for which there is no EASA equivalent, such as the Finist SET and DO28G-92. Since they do not qualify as Annex II aircraft they will, presumably, have to be issued with an EASA type certificate in accordance with article 5 of the Basic Regulation if current class/type ratings are to remain valid.

....are unlikely to want to go back to doing a piston FI rating

The privileges of an FI do not include instruction on complex, high performance aeroplanes, only a TRI(SPA) can do this.

I'm still working my way through the almost 4500 pages of text that comprise the CRD and so there may yet be more to come. For example, the pre-entry requirements for an FI certificate still include CPL level knowledge, although they have at least eased the requirement to actually hold a CPL. A PPL holder with a FI certificate may be remunerated but only for the provision of flight instruction for the LAPL or PPL (i.e. not for class or type ratings, differences training, etc., which must be unremunerated.)

[S-Works]

This is another clusterf*ck.

The Dornier is not an Annex II aircraft it is a full EASA type certificate and type ratings are issued as such, the Finist however is in a world of it's own and various countries issue the rating in different ways. The UK issues as a national rating although non are on the G Reg. Hungary issue unrestricted as do Italy and Spain...... Nothing like JAA consistency!!!

[BillieBob]

Apologies, bose, I missed the DO28 in the EASA list. I was fooled by the CAA still publishing it as a national rating. However, the comment still stands for the Finist and Glasair II/III SET.

I finally found reference in the Expanatory Note to the meaning of 'complex' in relation to the NPA, which refers to the definition in the basic regulation and not the JAR-FCL definition. Consequently, complex in this context means an aeroplane with a maximum certificated take-off mass exceeding 5 700 kg, or certificated for a maximum passenger seating configuration of more than nineteen, or certificated for operation with a minimum crew of at least two pilots, or equipped with (a) turbojet engine(s) or more than one turboprop engine. Consequently, a CRI will be able to instruct for SET class ratings but not for any MET type rating (or for SE turbojets when they arrive).

[mad_jock]

Its thank goodness because its a load of bollocks.

Also by making it examiner only there may be a chance that they can actually do something about someone who is sub standard.

It also stops inflicting zero to hero, hour grabbing pillocks on pilots who are more experenced than they are.

[gijoe]

Thanks for your eloquent thoughts...

[S-Works]

Consequently, a CRI will be able to instruct for SET class ratings but not for any MET type rating (or for SE turbojets when they arrive).

What about SPA MET under 5700kg?

[BillieBob]

Only if it is not defined as HPA (Currently only the Asta MET, DHC6, DO128/228/28-G92, EMB110,Tracker S2FT, P166, BN2T & Skyvan). An aeroplane with more than one turboprop engine is defined as 'complex' by the Basic Regulation and if it is also classed as HPA only a TRI(SPA) can provide instruction for a rating on such a type.

[MIKECR]

A bit of an odd question, but does anyone have any idea what a restricted FI would have to do to gain a CRI rating? Would the CAA perhaps issue a CRI rating on the basis of the already gained FI(r) rating or would they require the candidate to complete the relevant CRI course?? I have checked Lasors etc but cant find anything. Theres method in the madness for asking this one!

[Whiskey Kilo Wanderer]

Lasors H 3.6 & H 3.5?

I must confess I'm not sure of the relationship between an FI(r) and and AFI(A). However Section H3.6 of LASORS seems to indicate that the holder of a valid AFI(A) needs to meet the revalidation requirements of the CRI. The holder of an expired AFI(A) needs to meet the renewal criteria. Both of these are listed in Section H 3.5.

I hope this helps. No doubt someone more expert will be along in a moment with the correct answer.

Safe Flying,
Richard W.