Military Licence Exemptions beyond April 2012
That's because many regulating authorities around the world need a full ATPL issued from the pilot's original licencing authority to validate it for the issue of their own licence.
In fact, when we did our licences Dan, I think the only thing we didn't have to do as ex-military multi-engine fixed-wing pilots was a GFT! Having to rapidly learn to fly a Seneca II, just to get a class rating to open the license, was a bit of a pain too!
Don't dwell on it folks - get an ATPL underway, now! And you have all heard it before - Bristol Groundschool is a damn fine institution for getting you on the way!
Join Date: Nov 2003
Location: between the M6 and M25
Posts: 145
Likes: 0
Received 0 Likes
on
0 Posts
Glad to have used the services of bristol.gs last year as part of my resettlement, excellent prep for the exams. If you have not done it yet you need to be getting on with it soon.
Have to do the "sticky" manually then as the moderator hasn't responded privately to my request for a sticky.
Too many mil personnel not aware of this and its only 15 months away
Keep posting in the thread to keep it 'live' on page 1.
The concensus is that the CAA don't have the manpower to do the business for EASA and are looking to the MoD to do it. Guess what?
Too many mil personnel not aware of this and its only 15 months away
Keep posting in the thread to keep it 'live' on page 1.
The concensus is that the CAA don't have the manpower to do the business for EASA and are looking to the MoD to do it. Guess what?
Join Date: Jul 2007
Location: Germany
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
There are plenty of aircrew mates knocking around Air Command Without Portfolio.
Bearing in mind we face a potential retentions crisis on the horizon, it wouldnt be beyond the wit of man to get a suitable person to staff this surely?
Bearing in mind we face a potential retentions crisis on the horizon, it wouldnt be beyond the wit of man to get a suitable person to staff this surely?
The concensus is that the CAA don't have the manpower to do the business for EASA and are looking to the MoD to do it.
EASA would only change the regulation if it was to their advantage to do so - I haven't seen any persuasive argument that this would be the case.
Indeed, there is a considerable downside for EASA, as it would involve a costly administrative overhead as they will then be expected to examine requests from the MOD of every other EASA member. Nor could EASA realistically be expected to formulate a blanket exemption for ex-military aircrew of all member states (unless all MODs put together a lobbying committee to negotiate with them - another unlikely scenario).
Finally, EASA would probably just reply that they already have clearly stipulated requirements for licence issue - it is up to MODs to meet those requirements if MODs want their aircrew to hold EASA licences.
This latter option is probably the only likely solution. The MOD would just need to acquire FTO status for their flight training schools (not that difficult). This is already happening in France, where all FAF students sit ATPL theory exams immediately after EFT.
T-S, unfortunately ,there is probably no interest by MOD to do as suggested in your last para. as they are all too busy looking after their careers and pensions after reaching WG.Cdr...Has anyone ever met or know of an ex Gp Capt/Air Commode,etc, in the LHS/RHS of any airliner ? not in their interest,so unless they drag back `BEagle` as an RO to sort it,nothing much will happen,especially if the French do it...very short-sighted approach,as it could all be done thru EFT/AFT,as you suggest
Gp Capt/Air Commode,etc, in the LHS/RHS of any airliner ? not in their interest
The MOD should already be making contingency plans for the possibility that, at some time in the future, military aircrew are obliged to hold EASA licences (or an equivalent from an accepted equivalent civilian licensing authority) to fly in European airspace - especially 2 Group.
Acquiring FTO status would not necessarily be difficult or expensive, as most of the required infrastructure is in place already.
Has anyone ever met or know of an ex Gp Capt/Air Commode,etc, in the LHS/RHS of any airliner
Wiggy,thanks, must have been an `early-riser`,or saw the light early on....
Join Date: Sep 2004
Location: UK
Posts: 96
Likes: 0
Received 0 Likes
on
0 Posts
I might know someone who is presently in a ground tour which is due to end March 2012, has a lapsed IR, and is presently doing the mil bridging package (4+1 exams).
Bearing in mind they are not going to be back into a cockpit before Apr 12, are they at risk of not being given a frozen ATPL at the end of the course?
Bearing in mind they are not going to be back into a cockpit before Apr 12, are they at risk of not being given a frozen ATPL at the end of the course?
Ask to see the Briefing Note from DFT dated 8 Nov 2011 which refers to "The Future of Flight Crew Licensing and Military Accreditation - Update & Current Issues".
The proposed revised accreditation criteria should be with the CAA by the end of Jan 2012 (so the note states) - I suspect that they will be published in CAP 804 when it is released in the spring.
The present QSP scheme and its successor will not be compatible; there will be no ‘mix and match’ between the 2 schemes and any advantages conferred by the QSP scheme must have resulted in licence issue by 7 Apr 12. Beyond that date the successor scheme only will apply, with the exception that advantages conferred by JAR licences already issued (such as ‘frozen’ ATPL credits) will remain. If a JAR licence with IR has not been obtained by 8 Apr 12, any credits for examinations will depend upon the terms of the new accreditation scheme.
The proposed revised accreditation criteria should be with the CAA by the end of Jan 2012 (so the note states) - I suspect that they will be published in CAP 804 when it is released in the spring.
The present QSP scheme and its successor will not be compatible; there will be no ‘mix and match’ between the 2 schemes and any advantages conferred by the QSP scheme must have resulted in licence issue by 7 Apr 12. Beyond that date the successor scheme only will apply, with the exception that advantages conferred by JAR licences already issued (such as ‘frozen’ ATPL credits) will remain. If a JAR licence with IR has not been obtained by 8 Apr 12, any credits for examinations will depend upon the terms of the new accreditation scheme.
I have heard some bad news rumours that post-April all other QSP based military exemptions will cease and there will be nothing replacing it for 18-months....ie, remove anything in lasors that refers to QSP. So if you haven't got your ATPL by April, military pilots with thousands of captains hours will be no better off in civvie license terms than a self starter learning his PPL.
The successor to the current QSP scheme is still under development at 22(Trg) Gp; the creation of a new scheme involves discussion and dialogue with, and scrutiny by, the CAA, and it is likely that full details of the scheme will not be known until nearer the date for implementation of EASA regulation on 8 Apr 12.
.