EASA License flying N Reg
and even being paid as I own a french CPL : just great..
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Hi All,
Just a quick sanity check - in case anything has changed in the last few years. I (as a UK issued EASA TRI/TRE) need to perform refresher training & a proficiency check on another UK/EASA licence holder, in an N-REG helicopter in the UK.
I believe the FAA FAR regulation allows me to fly an N-REG within the UK, within the privileges of my licence with no additional 'piggyback' permits required.
I believe I can perform the flight instruction for remuneration on the N-REG aircraft so long as the foreign aerial work permit (iaw ANO 252) is issued and ARC/Radio/Insurance requirements etc are all met.
Am I missing anything else obvious? I believe this satisfies the requirements of the Flight Examiners Handbook Section 2.14.
Any input much appreciated.
Just a quick sanity check - in case anything has changed in the last few years. I (as a UK issued EASA TRI/TRE) need to perform refresher training & a proficiency check on another UK/EASA licence holder, in an N-REG helicopter in the UK.
I believe the FAA FAR regulation allows me to fly an N-REG within the UK, within the privileges of my licence with no additional 'piggyback' permits required.
I believe I can perform the flight instruction for remuneration on the N-REG aircraft so long as the foreign aerial work permit (iaw ANO 252) is issued and ARC/Radio/Insurance requirements etc are all met.
Am I missing anything else obvious? I believe this satisfies the requirements of the Flight Examiners Handbook Section 2.14.
Any input much appreciated.
Aucky, addressed here Can one learn on N reg in EASAland?
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Aucky, addressed here Can one learn on N reg in EASAland?
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Easa License flying N-reg
I fly a N-registered T6 and have a valid EASA SEP(land) so no problem to fly over national airspace.
T6 is considered by the FAA as a single engine land however BCAA considers it as an Annex II airplane, so should it be on my national license?
T6 is considered by the FAA as a single engine land however BCAA considers it as an Annex II airplane, so should it be on my national license?
BCAA considers it as an Annex II airplane, so should it be on my national license?
Last edited by Whopity; 19th Mar 2019 at 13:36.
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Sorry to put spanner in the works I understand annex 2 became annex 1, but annex 1 aircraft if on permit can only be flown on national licence if not an approved EASA aircraft.
As for training on N reg licence the issue is solo flight I think you need a foreign aerial work permit to cover your backside(in uk), plus permission from TSA to start training and the student will
have to go to USA to complete knowledge test or tests depending on what he/she is doing, plus the instructor should be dual rated EASA & FAA.
I think that should cover it.
As for training on N reg licence the issue is solo flight I think you need a foreign aerial work permit to cover your backside(in uk), plus permission from TSA to start training and the student will
have to go to USA to complete knowledge test or tests depending on what he/she is doing, plus the instructor should be dual rated EASA & FAA.
I think that should cover it.
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Yeah, this is what only became clear to me now with my first renewal... Those half-baked solutions... Better than nothing but I expected a deeper integration.
There's a bit of confusion here. Just to clarify, any aircraft for which an appropriate class or type rating is included in an EASA licence may be flown irrespective of whether it is an EASA or an Annex I aircraft. There is a problem with helicopters, however, for which there are no class ratings, because a type rating for an Annex I helicopter cannot be included in an EASA licence. Hence a Bulldog or a Piston Provost, for example, being SEP aeroplanes, may be flown on an EASA licence but a Scout or Rotorway helicopter may not. Generally speaking, flying an Annex I aeroplane probably will not require a national licence to be held but flying an Annex I helicopter invariably will.
There's a bit of confusion here. Just to clarify, any aircraft for which an appropriate class or type rating is included in an EASA licence may be flown irrespective of whether it is an EASA or an Annex I aircraft. There is a problem with helicopters, however, for which there are no class ratings, because a type rating for an Annex I helicopter cannot be included in an EASA licence. Hence a Bulldog or a Piston Provost, for example, being SEP aeroplanes, may be flown on an EASA licence but a Scout or Rotorway helicopter may not. Generally speaking, flying an Annex I aeroplane probably will not require a national licence to be held but flying an Annex I helicopter invariably will.
Scout helicopter Annex II is on the N-Reg. I hold EASA CPL(H) (irrelevant for the remainder of this question) and a National ATPL(H) rated and current Scout/Wasp. I can fly the Scout in UK but there are some detail questions; Do I need some sort of paperwork from the FAA or do I simply crack on using the CAA licence, rating and medical? If I want to fly in Ireland, do I need a full FAA licence or a piggy back licence and if I do, how do I get one?
Fanks
SL
An N-reg aircraft may be flown on a foreign (i.e. non-FAA) licence only in the airspace of the state that issued the licence. Therefore, your UK ATPL(H) is valid only within the UK and you would need either an FAA licence or an IAA issued licence to operate an N-reg aircraft in Ireland.
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An N-reg aircraft may be flown on a foreign (i.e. non-FAA) licence only in the airspace of the state that issued the licence. Therefore, your UK ATPL(H) is valid only within the UK and you would need either an FAA licence or an IAA issued licence to operate an N-reg aircraft in Ireland.
This commonly confused subject seem to applicable only for commercial operations where you’d need an FAA license to fly N-reg aircraft cross country, at least to what I can officially find online in EASA/FAA regs. In EASA territory theres no Dutch, Irish, French licence, they are all all EASA.
14 CFR 61.3 (Requirement for certificates, ratings, and authorizations)
(a) Required pilot certificate for operating a civil aircraft of the
United States. No person may serve as a required pilot flight
crewmember of a civil aircraft of the United States, unless that
person:
...
(vii) When operating an aircraft within a foreign country, a pilot
license issued by that country may be used.
―
The FAA Assistant Chief Counsel for Regulations, Mark W Bury, provided an interpretation of the term "foreign country" on 9 Feb 2015 to Luc Audoore, CAE Aviation:
You have asked whether “within a foreign country” refers to the legal borders of a country
(i.e. landmass and territorial waters) or the Flight Information Region that would include the
sea outside the territorial waters.
The FAA is required to act consistently with U.S. obligations under international
agreements. 49 U.S.C. § 40105 (b). The Chicago Convention uses the term “State” rather
than “country” when addressing a contracting State’s responsibilities. Under Article 2 of the
Chicago Convention, a State’s territory is "deemed to be the land areas and territorial waters
adjacent thereto under the sovereignty, suzerainty, protection, or mandate of such State." As
such, the FAA considers operation “within a foreign country” to be operation within the
territory of a State. Although a country may be responsible for providing navigation services
outside its territory, the FAA would not consider operations of a U.S-registered airplane in
those areas to be an operation “within that country” for the purpose of § 61.3. Thus, the
operation described in your request would require the pilot to hold a pilot certificate issued
by the FAA.
(a) Required pilot certificate for operating a civil aircraft of the
United States. No person may serve as a required pilot flight
crewmember of a civil aircraft of the United States, unless that
person:
...
(vii) When operating an aircraft within a foreign country, a pilot
license issued by that country may be used.
―
The FAA Assistant Chief Counsel for Regulations, Mark W Bury, provided an interpretation of the term "foreign country" on 9 Feb 2015 to Luc Audoore, CAE Aviation:
You have asked whether “within a foreign country” refers to the legal borders of a country
(i.e. landmass and territorial waters) or the Flight Information Region that would include the
sea outside the territorial waters.
The FAA is required to act consistently with U.S. obligations under international
agreements. 49 U.S.C. § 40105 (b). The Chicago Convention uses the term “State” rather
than “country” when addressing a contracting State’s responsibilities. Under Article 2 of the
Chicago Convention, a State’s territory is "deemed to be the land areas and territorial waters
adjacent thereto under the sovereignty, suzerainty, protection, or mandate of such State." As
such, the FAA considers operation “within a foreign country” to be operation within the
territory of a State. Although a country may be responsible for providing navigation services
outside its territory, the FAA would not consider operations of a U.S-registered airplane in
those areas to be an operation “within that country” for the purpose of § 61.3. Thus, the
operation described in your request would require the pilot to hold a pilot certificate issued
by the FAA.
