flying in the UAE and keeping UK JAR/EASA ATPL current

[NineInchSnail]

hi Folks,

Any of you flying in the sandpit with one of the local airlines and keeping your type ratings on your UK JAR ATPL current by flying the same type but on your GCAA license.

I know some JAR countries (France for example) will keep a type rating valid on your JAR license if you show them evidence that you are current on the type with your current foreign airline and just need to see the hours in the logbooks certified by the company and the last LPC you did with the airline. There will be a restriction on the license such as "restricted to A6 airplanes" but at least there is no need to spend the cash to rent a sim and examiner every year to renew the type.

Does something like that exist with the UK CAA?

Thanks for any good info

Cheers

[helen-damnation]

Believe that may be the case with some JAR members but I understand that with EASA it won't happen. Hope I'm wrong

[EK380]

Under JAR countries like Franjce, Begium were indeed doing this. It does indeed look like this will not the case anymore under EASA. Redicilous!

[Craggenmore]

but I understand that with EASA it won't happen. Hope I'm wrong

Happily you are wrong. Under EASA you will be able to keep yourself annually current by faxing your renewed rating to your adopted EASA member state and therefore not fall foul of the expired license/IR/and the 5 groundschool subjects.

Note that member states will still have differences under EASA, despite it trying to achieve a level playing field. The CAA at present have NO plans to recognise Gulf ratings but other EASA participating states do.

You will need to change your JAR-FCL to an EASA license and apply to a member state that will recogonise your Gulf rating. Depending upon the state that you chose there are a couple of requirements to fulfil but this is all possible despite what you think.

You will be limited to A6 aircraft but if your Gulf examiner also happens to keep his EASA TRI/E ticket current then you get the best of both worlds!

[Mr Good Cat]

You will be limited to A6 aircraft but if your Gulf examiner also happens to keep his EASA TRI/E ticket current then you get the best of both worlds!

Dependent on two things:

(1) The particular state may demand proof of training up to standard (even if it's obvious that this is your current type)... This is because the training was not done by an approved EASA FTO. Even if it's an EASA approved examiner under the current interpretation of the rules by some states such as the UK CAA you would need to prove of at least some training towards your IR with an approved EASA FTO... I know this because I asked them directly.

(2) The simulator must be one of the EASA approved sims. I would think that all CAE's sims are approved but as for EK's own I'm not so sure - unless they're available for hire by EASA operators... At present EK do not use the CAE joint venture sim for recurrent PPCs as it has too many differences.


At the end of the day I'm hoping the EASA states see sense and anull the 7-year rule... It was designed to stop people getting an ATPL then not using it for over 7 years and then expecting to still have the theory knowledge to go straight back into instrument flying...

[Craggenmore]

MGC.

Stop talking to the CAA and start talking to EASA member states who will recognise your Gulf rating and flying experience.

The 7 year rule is a thing of the past with these EASA states.

[captainsmiffy]

Can anyone tell me what I would need to do? I hold a UK (JAR) ATPL and the DHC8 and EMB145 ratings have lapsed past 5 years.....my UAE GCAA ATPL has ratings on the 330/340/380. I am current on the 380. All of these ratings are the dreaded P2 (not recognised in the UK). My UK IR is approaching 6 years from last renewal but have been flying in the sandpit for the last five and a half years and thus my IR, whilst current, is an ICAO standard one. My only current ratings are thus the airbus family on my UAE licence with an ICAO IR. am worried that my professional livelihood is now in serious doubt should I return to the UK, despite having been in continuous employment as a pilot for the last 25 years, the last 5 of which have been in wide-body ops into and out of the UK and worldwide?! This whole licensing and rating thing is just insane! How do I protect my UK IR and can I transfer ratings to an EASA licence from my GCAA one with the P2 on it (am trapped on the 380 for the foreseeable future with no upgrade possible without 2500 hours on type)? Any advice gratefully accepted.....

[BANANASBANANAS]

I'm not sure if this is still an option or not but a friend of mine was in a not dissimilar situation. He went to UK, hired a C172 with airways kit and did an I/R on the C172 which was also his 'type rating' as he was operating on an overseas licence and had no current type on his UK JAR licence to transfer to his new EASA licence. As a stop gap measure it proved very effective.

[falconeasydriver]

Happily you are wrong. Under EASA you will be able to keep yourself annually current by faxing your renewed rating to your adopted EASA member state and therefore not fall foul of the expired license/IR/and the 5 groundschool subjects.

Note that member states will still have differences under EASA, despite it trying to achieve a level playing field. The CAA at present have NO plans to recognise Gulf ratings but other EASA participating states do.

You will need to change your JAR-FCL to an EASA license and apply to a member state that will recogonise your Gulf rating. Depending upon the state that you chose there are a couple of requirements to fulfil but this is all possible despite what you think.

You will be limited to A6 aircraft but if your Gulf examiner also happens to keep his EASA TRI/E ticket current then you get the best of both worlds!

I can confirm this to be the case having spoken to several receptive authorities

[EK380]

FalconEasy; you mean the text you quote in your post is "correct"?
Thanks for clarification.

[Craggenmore]

EK380,

For non-lapsed JAA UK and JAR-FCL license holders with valid Class 1 medicals, it is all correct with the change to EASA - just don't expect the CAA to recogonise you at this moment in time.

Many other member states will get you into their system and will recognise you as per my post above. It just takes time, a few phone calls, a bit of money and some form filling.

Falcon - good man..!!

[flyhigh2fly]

How does it work if you want to convert a 737 TR on a GCAA licence to EASA? Still go and find a EASA country that will accept it, and do the paperwork, pay fee etc etc? Easy done?

Thanks

[Craggenmore]

you will also need to prove your Level 6 English proficiency to convert to EASA if not previously done.

Initial Jar Fcls don't state a figure but are rated at level 4 they informed me!

[de facto]

EK380

Join Date: Aug 2003
Location: Earth, where else?
Posts: 156
Under JAR countries like Franjce, Begium were indeed doing this. It does indeed look like this will not the case anymore under EASA. Redicilous!

I also find tiping fm ifone difficuilt

[gardenshed]

Can any body put up a list of countries other than the UK that will accept the renewals from the Gulf area. So that I can keep up my EASA licence.

Cheers.

[8che]

Need to tone it down a bit there Craggenmore.

Level 6 is for life. There is no requirement to renew it for the EASA issue.

[BANANASBANANAS]

There are quite a few exceptions to your statement 8che.

When I converted my JAA ATPL (initially awarded before English competency formally required) to EASA ATPL I was exempted the level 6 check because of my military background but my colleague going through the exact same process had to find an examiner at v short notice in Aviation House to conduct a (level 6) English test. And my colleague is a BRIT, TRE in a non EASA country and can award level 4/5/6 English to trainees.

There are a lot of poorly thought out/not thought out at all loose ends in the entire transition process imho.

[8che]

There are no exceptions to what I just said.

Craggenmore said you have to RENEW level 6. You dont.

The fact you didnt have one in the first place is something different.

[Craggenmore]

Yes 8che. Level 6 is for life. Initial Jar Fcl are level 4 thus needing to prove level 6 to move EASA.

Good spot!

The rain in Spain falls mainly on the plain

Grrrrrrrrrrrr!

[777X]

I think this question has already been asked but no answers are forthcoming..

How do I get a GCAA UAE type rating onto my UK issued EASA license with only FO time on type (say 500h on. 777) and actually use the rating in Europe. Somebody said the P2 restriction on rating can never be lifted, and as such it's useless to operators outside of the UAE.

I've heard of guys with '000s of hours on type but the UK CAA won't put the rating on part 1 of license. Is this another trap ?