Which is why I was quite relieved to have been one of the last to have done the old-CAA style exams i.e. all the exams. It was a long slog but it saved heartache later!

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!

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.:rolleyes:

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:uhoh:
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?

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?

Back to the top again!

As I pointed out on another thread, I think it unlikely that EASA will take much interest in an approach from the MOD (or even from the CAA).

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

Actually, it could well be in the interest of the MOD to start putting in motion the suggestion that I made in my previous post to acquire FTO status for MOD training establishments.

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.

FWIW yes I have. There was an ex Gp Capt flying in the not too distant past for BA, RHS, 744. Flew with him several times, top guy, now retired ( hit 55 before the retirement age at BA was raised).

Wiggy,thanks, must have been an `early-riser`,or saw the light early on....

Back to the top. :ugh:

to the top

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?

Top of page

3 months to go......any news?

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.

New doc (dated 17 Jan) on the 22 GP intranet site, not much new but might be of interest.

Any chance you could paraphrase for those of us OOA and unable to get on the intranet?

Bolleaux!


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See the IBN released a couple of days ago!