I have a B737 type rating with hours on type. However its 2 years lapsed; will I lose it completely in a years time? What happened to grandfather rights as its a JAA rating and licence?

Hey everybody.

I have an JAR type rating but haven't renewed for the past 4 years. I'm aware that according to EASA after 3 years I will lose my type and will have to do an initial again.

Does anybody know if I will need to do the whole 42 hours in the sim all over again, or will I just do as much as I need inorder to get it back on my license. Does it depend on proficiency? Will I also have to do the base training again?

EASA regulations are vague and I would highly appreciate an answer,

Thank you in advance

Here is a what if.....
 

I am operating in the UAE, and hold a UAE Licence...... for a period of several years, lets say 7, I take a GCAA PPC for my UAE based company, and operate under the GCAA FCL.

Is the GCAA Licence is a VALIDATION or FULL Licence.?

My understanding is that it is a VALIDATION.

Thus my GCAA licence ceases to exist when my UK CAA / JAR / ETC licence TR becomes extinct.

Having recently discussed this topic with a very well respected CAA examiner and instructor examiner, he made it clear that the requirements for training are a suggestion, and that the training required and plan thereafter, are at the discretion of the Head of Training of the ATO.

Before panicking about losing ratings, I would therefore talk to the CAA and training providers. (It would be interesting to see the answer you get from each one!)

Also, the reason for sticking the expired rating on the back, is another CAA money generating technique to get you to pay and issue you with a new piece of paper! :ugh:

So the way I understand this,

Im working in the UAE on a GCAA APTL on a 777. My UK 737-300/900 IR expired on the 30/11/2011. I have until 30/11/2014 to get a UK class 1 medical and do 3 Sim sessions in a 737 sim to keep it valid. Also my ATPL expires on the 20/10/2014 so I presume that date overrides the type rating dates.

Correct? Or have I read it wrong......

Some people are telling me you don't need a valid rating to convert to EASA, just a rating that can still be validated e.g. like mine.

Any help would be great.......:ugh:

Correct you dont need a valid rating on your UK licence.
To convert to easa you need a easa medical,pass the Test of English aviation and send your old licence.

To revalidate your rating or transfer your icao rating to a easa,you will need to go via an ATO.They will let you know how much training if any is required depending on when your rating was expired and whether you are current in another icao member state or not.

Hello,

what about transfering a non EASA rating on a EASA licence (UK) do you need only a LST + 500h on type or not ?

Thanks :ok:

Non-JAR IR rule for getting your JAR/EASA IR back has since been updated so it's like it was before I believe.

International Standards
 

It's a shame that there isnt some internation convention that standardises all civil aviation so that there is some agreement.

Maybe they should meet; I believe that Chicago is nice at this time of year:cool:

Hello Delta-T. Can you expand a little bit please?

Just the recognition of a overseas ICAO IR bit has been reinstated, well not quite termed that way, but in effect it amounts to that.
I picked it up via their RSS feed after someone lobbied the CAA about it.
Found it here

Yeah DeltaT is on the case, as always :ok:

Since I started this thread, they have altered their policy with regard to those of us who have been operating under non-EASA IR's (i.e. expats flying outside Europe with European licences) so now we are able to return and get our licence current based on the fact we kept our IR current somewhere outside Europe.

If you haven't been flying at all however, which is quite possibly the case for those of you who bought speculative TR's without a job offer := there's no change to the policy

I currently fly a type which was on my UK licence and it has been more than 3 years but less than 7 since I did an LPC with a UK examiner.

I needed to get my EASA licence issued and thus I had to go to an ATO in the UK get assessed fly an LST rather than an LPC and take a written exam as the view of the CAA is that it does not exist on my licence.

I fall under the NON EASA Type Rating conversion case. I needed recency currency on my non EASA type rating and more than 500 hours.

Do not let your rating expire for more than 3 years.

The CAA also wanted ELP and would not accept the one from my airline. I had to get the Examiner to sign a CAA form. Luckily he did it on the day and faxed to the CAA.

Expensive and laborious

Could you explain that a little bit further?

My problem at the moment:

I am holding a JAR-FCL (Helicopter) licence with IR.
I am also holding a FAA ATPL(H), and another ICAO-licence with IR.
Currently flying type and IR on ICAO-licence.

1. My JAR-FCL IR lapsed Dec. 2011. ATO says i have to do at least 3-5 hours with them (check, then training, then checkflight).
My ICAO-IR is valid.
What´s the "cheapest" way of renewing my JAR-FCL/EASA IR?

2. My type rating also lapsed in Dec. 2011.
Type rating is valid on ICAO licence, i am flying it every day.
Same applies when talking to the ATO: 3-5 hours (in addition to the IR).

Any help appreciated...the more i read in Part-FCL (The german CAP804), the more confused i am ....

Having a ICAO non-Jar/EASA IR doesn't pass the EASA IR test for you, it just stops the clock from ticking from having to do a full EASA IR initial test or losing your ATPL subjects, so yes you would still have to pass a EASA IR renewal.

I think in your case, the 3-5hrs flying in type would also be covered in the 3-5hrs IR training they are asking you to do. I would argue about the 'in addition', does it say that in the regs? As for how much of that flight time you actually do depends on you. Aren't the rules a 'recommendation' of 3hrs not compulsory??:confused:

If you know the requirements for a EASA test, you are fully up to speed as you say on type and IR fly regularly then push for a Checkflight straight off, as this should satisfy "time required before test" and then do the test.
Make sure you have the regs to quote to the ATO, and if necessary an agreement from CAA in an email or letter to save you $$.

Are you doing all this because of lapsed rating and IR on the JAR licence, or you have a job offer? If it is just because of the lapsed ratings, then as long as you are remaining on type and IR flying on the other licence I wouldn't worry about it.

Thanks for your answer...

The German LBA reads "recommendation" as "minimum requirements", and don´t allow anything less than what´s recommended in the regs....

:ugh:


I al just speaking to different CAA´s right now (as has been recommended before), as i am not happy with the way the German authorities treat experience...

-Time on non-EASA types does not exist for them
-other licenses does not count for them
-experience does not count for them...

At least the UK CAA will just let you do a check ride only if you are holding a non-EASA IR that´s current.....

I heard at work the other day the rules regarding type rating time scale had returned to 5 years!? Can anyone confirm this is the case?!

Hey all, I have the same douts than COSTAS1979

I have passed my TR 3 years ago...but it was still under JAR. So, how could we know that our TR would expire at the end of 3 years, whereas it was 5 initially ?!

Normally a law is not retroactive right ?? for us it should apply the 5 years rule for a TR.

anybody could confirm it ?

that's unbelievable....not legal if we have to do all again.

we could not know because there was no law about that yet, so this rule should not apply for all people who got a TR before the new rule. This is the basic in laws.

Thanks a lot

I see there is no definition of how long each training session is in FCL.740(B)(1)? Could it be a one hour session?

Has anyone renewed their expired EASA type rating recently?

Not only is the length of a session is not defined, the content is also open to interpretation. Therefore, a session may also include some form of ground or theoretical training.