PPRuNe Forums - EASA FCL - implementation date

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One thing I did pick up from Beagles latest document update was the loss of having a licence in one EASA country and your medical records in another. Under the new rules you will need to have your licence in the country that holds your medical records. So for example a Brit living in France with a UK licence will either have to get a French licence or come back to the UK for a medical each time it is required.

That then leaves those who have a UK Class 1, a JAA licence from another member state and who work in a 3rd country with a dilemma as to where to have the state of licence issue.

It will be interesting to see how Ryanair handle this as I understand they make all of their crew switch to Irish licences regardless odd operating base.

Bose,
Can you point to where this regulation is in EASA FCL or MED?
brdgs
421C

421C. I picked it up from the CAA document. I have not been able to locate it in the part FCL documents as yet. Knowing your ability to read data in microdots I was hoping you might be able to identify if its there!!

It is there, but it seems to conflict with what the CAA seem to be saying.

Part MED.A.025:

Quote:

MED.A.025 Obligations of AeMC, AME, GMP and OHMP
(a) When conducting medical examinations and assessments, AeMC, AME, GMP and OHMP shall:
(1) ensure that communication with the person can be established without language barriers;
(2) make the person aware of the consequences of providing incomplete, inaccurate or false statements on their medical history.
(b) After completion of the aero-medical examinations and assessment, the AeMC, AME, GMP and OHMP shall:
(1) advise the person whether fit, unfit or referred to the licensing authority, AeMC or AME as applicable;
(2) inform the person of any limitation that may restrict flight training or the privileges of the licence, or cabin crew attestation as applicable;
(3) if the person has been assessed as unfit, inform them of their right of appeal; and
(4) in the case of pilots, submit without delay a signed, or electronically authenticated, full report to include the assessment result and a copy of the medical certificate to the licensing authority.
(c) AeMCs, AMEs, GMPs and OHMPs shall maintain records with details of medical examinations and assessments performed in accordance with this Part and their results in accordance with national legislation.
(d) When required for oversight activities, AeMCs, AMEs and GMPs shall submit to the medical assessor of the competent authority upon request all aero-medical records and reports, and any other relevant information.

On page 6 of the EASA Opinion (Opinion 07/2010 13 Dec 2010), para 28 bullet 3, it says: [my underline]

Quote:

It is commonly recognised that the complete medical history of a pilot is highly important for the assessment of fitness to fly. Pilots have a free choice to visit any AeMC or AME in Europe and the medical certificate will be accepted in all Member States. The AME may not have the full medical history of an applicant or, for language reasons, may not be able to understand evidence a pilot may offer for clarification. In such a case, the AME can turn to the licensing authority of the pilot for advice on the medical history. Also, the licensing authority is in a position to evaluate the outcome of a medical assessment if it holds the results of all aero-medical assessments the pilot underwent.

This seems to be perfectly clear that a pilot may go to any AME in Europe and that, whilst "highly important", a complete medical history is not a requirement or the AME can revert to the Licensing Authority.

brgds
421C

It is true that the competent authority holds the medical records and, if the pilot requests to change the competent authority, they are transferred along with the licensing records (see FCL.015(d)), but this does not prevent a pilot obtaining a medical certificate in another state. A Brit living in France with a UK licence can visit a French AME who will issue the certificate and send the record of the medical examination to the UK CAA. It's no different to revalidating a class or type rating in a different state.

Got distracted while writing the above and didn't see 421C's last post, which says much the same thing.

So at the moment the holder of a UK national licence and a JAA licence has a UK Class 1 medical which covers both licences, will this change?

See the CAA's FAQ 6 - "....Part-MED Medical Certificates will be acceptable for JAR and UK licences in place of JAR-FCL 3 Medical Certificates"

Sorry, I should have said a UK national licence and a JAA licence issued in another state. Clearly the national licence then becomes an Annex II licence.

Doesn't matter - Part-MED Medical Certificates will be acceptable for UK licences irrespective of the state in which they were issued.

OK, thats what I thought. It makes a bit of a croc of the latest CAA letter trying to explain the future though.

I called the CAA last week and was told I had to get my licence changed to EASA by April 8th 2012 or lose it.
So all I have to do is have a current medical, any class rating in the last 5 years, and for the nice fee of £238 they will change it for me, providing its before 8th April 2012

Nice to see they are still inconsistent in the information they propagate!
I don't recall having to pay for my European driving licence!

Quote:

I called the CAA last week and was told I had to get my licence changed to EASA by April 8th 2012 or lose it.

That is absolute nonsense and, apart from contradicting the CAA's own written advice, is impossible to achieve. For a start, EASA licences cannot be issued before 8 April 2012 and so to say that you must convert by that date is clearly garbage. The problem is that there are now very few people in Licensing with any relevant experience and so much of the advice that is being churned out is incorrect.

The fact is that, according to the Authority's latest written guidance, a UK national licence will continue to be valid on EASA aircraft until 7 Apr 2014. Until 7 Apr 2012, it may be exchanged for a JAA licence (which then becomes an EASA licence automatically) or, after that date, may be converted direct to an EASA licence in accordance with Annex II to the new EASA Cover Regulation). If the UK licence is not exchanged or converted by 7 Apr 2014 it will continue to be valid but only on UK-registered Annex II aircraft. There is no cut-off date for the conversion of a UK national licence issued before 8 Apr 2012 to an EASA licence. National licences issued after 8 Apr 2012 cannot be converted to EASA licences under the terms of Annex II to the EASA Cover Regulation

Whilst it is easier for the CAA if all national licence holders exchange their licences for the JAA equivalent before 8 Apr 2012, it may well turn out to be a more expensive option. Having paid £238 for the exchange, a further fee will probably be required when it expires and has to be re-issued as an EASA licence. However, if the UK national licence is converted direct to an EASA licence (which is non-expiring) only one fee will be payable. The cynic may believe that this provides a clear incentive for the Authority to encourage pilots to exchange their licences for the JAA equivalents as a means of maximising income.