Old Chestnut-Are FAA PPLs strictly legal
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Dutch, the IAA AIC I referred to is AIC 11/04 "Acceptance of Flight Crew Licences", which seems to have an effective date of 10/6/04. It is written in a less-than-clear manner and does not specifically refer to FAA licences as such. It appears the only form of medical certificate acceptable henceforth for Irish flying of any sort (aircraft, microlights, balloons, gliders etc) is an "ICAO Annex 1 or JAR-FCL Class 1 or Class 2" medical certificate. The AIC appears to apply to aircraft of any registry.
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B777,
Thanks for that.
The reason I can not find it because the IAA website on which I found the AICs was last updated on the 18th of March.
Do you have a link to that particular AIC.
I will make some enquiries from this end.
FD
Thanks for that.
The reason I can not find it because the IAA website on which I found the AICs was last updated on the 18th of March.
Do you have a link to that particular AIC.
I will make some enquiries from this end.
FD
The Oracle
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englishal and TonyR,
Just a small point of clarification. An FAA Class 1 Medical is always a Class 1 Medical. It remains a Class 1 Medical for up to 3 years. At that point, it is no longer valid. There is no such thing as "lapsing into" or "becoming" a Class 2 or Class 3 Medical.
What happens, after 6 months is the Class 1 Medical is only allowed to exercise the privileges of the Class 2 Medical, after a year is only allowed to exercise the privileges of a Class 3 Medical and after 3 years is only allowed to fly MS FS2k4, but at no time does it become another "Class" of Medical.
Happy Flying,
Capt. Richard J. Gentil, Pres.
Naples Air Center, Inc.
Just a small point of clarification. An FAA Class 1 Medical is always a Class 1 Medical. It remains a Class 1 Medical for up to 3 years. At that point, it is no longer valid. There is no such thing as "lapsing into" or "becoming" a Class 2 or Class 3 Medical.
What happens, after 6 months is the Class 1 Medical is only allowed to exercise the privileges of the Class 2 Medical, after a year is only allowed to exercise the privileges of a Class 3 Medical and after 3 years is only allowed to fly MS FS2k4, but at no time does it become another "Class" of Medical.
Happy Flying,
Capt. Richard J. Gentil, Pres.
Naples Air Center, Inc.
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Advice from down under is that although my medical from here is valid for move than 2 years, I can only use it during the 1st 2 years of validity in Europe.
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TonyR,
Re-reading your post, it sounds like Transport Canada is afflicted with the same disease that has now arrived at the IAA. Canada does not recognise the FAA Class 3 medical? I flew in Canada a couple of years ago with FAA private + FAA Class 3 medical and no-one queried the status of the medical. Anyone know when this change occurred?
Re-reading your post, it sounds like Transport Canada is afflicted with the same disease that has now arrived at the IAA. Canada does not recognise the FAA Class 3 medical? I flew in Canada a couple of years ago with FAA private + FAA Class 3 medical and no-one queried the status of the medical. Anyone know when this change occurred?
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Right,
As promised I emailed my AME contacts in the FAA Medical department and apparently this issue with the medicals centers around people holding medicals based on a special issuance.
Special issuances are medicals granted to people with medical conditions which normally disqualify them for holding a medical but who based on an individual appraisal of their case have been granted a medical.
An example would be somebody who has had a heartattack and since has made a good recovery and is deemed, by the FAA to be fit for flying duties.
FD
As promised I emailed my AME contacts in the FAA Medical department and apparently this issue with the medicals centers around people holding medicals based on a special issuance.
Special issuances are medicals granted to people with medical conditions which normally disqualify them for holding a medical but who based on an individual appraisal of their case have been granted a medical.
An example would be somebody who has had a heartattack and since has made a good recovery and is deemed, by the FAA to be fit for flying duties.
FD
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FD
This sounds like no big deal because the CAA can do the same; they can issue a JAR PPL with a medical qualification which effectively (perhaps literally?) prevents the holder going abroad.
This doesn't appear to get us any closer as to why the CAA and others have (the Pprune rumour says) said they won't accept FAA Class 3.
Have the people whose Class 3 has reportedly been refused had certain medical problems not acceptable to the CAA, and not mentioned here?
This sounds like no big deal because the CAA can do the same; they can issue a JAR PPL with a medical qualification which effectively (perhaps literally?) prevents the holder going abroad.
This doesn't appear to get us any closer as to why the CAA and others have (the Pprune rumour says) said they won't accept FAA Class 3.
Have the people whose Class 3 has reportedly been refused had certain medical problems not acceptable to the CAA, and not mentioned here?
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This sounds like no big deal because the CAA can do the same
It could be a very big deal indeed if you're the one hoping they will.
It's hardly beyond the realms of possibility that the CAA might decide to prohibit people from flying in UK airspace even though the FAA have decided they can fly perfectly safely in American airspace.
I know which Authority I'd prefer to have deciding my fate.
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IO540, for what it's worth I was told the IAA's problem with the FAA Class 3 medical was that the content of the medical examination was considered inadequate, and not in accordance with ICAO standards. Whether this is justified and/or legally correct, I do not know.
It had nothing to do with the medical condition of the examinees.
It had nothing to do with the medical condition of the examinees.
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From all this discussion, it should be perfectly clear to all that the FAA is far and away the best, easiest, cheapest, and most straightforward aviation authority on the face of the planet.
And, surprise surprise, the USA also has the most pilots of any country as well, with the least burdemsome regulations, and licensing procedures.
And yet, a few countries look down their collective noses at the FAA certificate, somehow thinking it inferior.
Especially the ATPL.
Well, for these, I would like to strap their backside into an aircraft and watch 'em perform as required, with an FAA inspector.
Five will get you ten....they would fail.
And, surprise surprise, the USA also has the most pilots of any country as well, with the least burdemsome regulations, and licensing procedures.
And yet, a few countries look down their collective noses at the FAA certificate, somehow thinking it inferior.
Especially the ATPL.
Well, for these, I would like to strap their backside into an aircraft and watch 'em perform as required, with an FAA inspector.
Five will get you ten....they would fail.
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411A, Couldn't agree with you more! For those thinking the FAA is an "easy ride" sign up for a CPL or an ATPL and then tell us it was easy!
I found the exams more logical and the material better presented as I used the Jeppesen CPL/IR and ATP manuals and the online exams but the flight tests and worse the verbal exams are positivly grueling. FAA also require a flight test at both CPL and ATP level.
There is far too much crap spread around that that the JAR route is better because the exams and flying are "harder". I guess mostly from wannabees having to justify to the world why they got themselves 50 grand in debt in a market with no jobs!!!!!
I found the exams more logical and the material better presented as I used the Jeppesen CPL/IR and ATP manuals and the online exams but the flight tests and worse the verbal exams are positivly grueling. FAA also require a flight test at both CPL and ATP level.
There is far too much crap spread around that that the JAR route is better because the exams and flying are "harder". I guess mostly from wannabees having to justify to the world why they got themselves 50 grand in debt in a market with no jobs!!!!!
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B777,
I have been subjected to many medicals under a variety of systems but would fail to see any major difference between the contents of a standard medical JAR2 vs FAA Class 3.
Biggest difference is the need for an ECG for the JAR one.
The big difference between the way JAR and FAA look at medical fitness is that the latter one, based on their vast experience, look at people that have certain medical conditions and see if they can be safely certified fit.
The different views that both systems have are the result of different cultural, political and legal backgrounds on which the systems are founded, that does not make one 'better' than the other just different.
FD
I have been subjected to many medicals under a variety of systems but would fail to see any major difference between the contents of a standard medical JAR2 vs FAA Class 3.
Biggest difference is the need for an ECG for the JAR one.
The big difference between the way JAR and FAA look at medical fitness is that the latter one, based on their vast experience, look at people that have certain medical conditions and see if they can be safely certified fit.
The different views that both systems have are the result of different cultural, political and legal backgrounds on which the systems are founded, that does not make one 'better' than the other just different.
FD
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Hey Bose X
Go easy on the wannabees the only reason they end up 50 grand in debt is because they have to. You are not going to get a mainstream job in the UK without a JAR licence.
I agree that no one should attack the US system. It is fantastically straight forward. The flight examiners I flew with were top notch. They were highly skilled and demanded high levels of handling. The written exams were less obtuse than JAA but were also easier. Possibly because there is so much easily accessible notes.
Anyone who has passed a JAR ground exams will have known how to work bloody hard.
411A. Try to persuade the European Authorities to become as enlightened about aviation as the Americans. Whilst your at it can you get me a P51 for Christmas
At the end of they day what I can not understand, in the light of an ICAO standard, why ALL compliant licences are not fully transferable.
Regards
Wide
Go easy on the wannabees the only reason they end up 50 grand in debt is because they have to. You are not going to get a mainstream job in the UK without a JAR licence.
I agree that no one should attack the US system. It is fantastically straight forward. The flight examiners I flew with were top notch. They were highly skilled and demanded high levels of handling. The written exams were less obtuse than JAA but were also easier. Possibly because there is so much easily accessible notes.
Anyone who has passed a JAR ground exams will have known how to work bloody hard.
411A. Try to persuade the European Authorities to become as enlightened about aviation as the Americans. Whilst your at it can you get me a P51 for Christmas
At the end of they day what I can not understand, in the light of an ICAO standard, why ALL compliant licences are not fully transferable.
Regards
Wide
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I was told the IAA's problem with the FAA Class 3 medical was that the content of the medical examination was considered inadequate, and not in accordance with ICAO standards
I fail to see how someone can not obtain a JAR Cl2, then go and get an NPPL sign off an fly EXACTLY the same aircraft, from exactly the same airfield, with EXACTLY the same number of pax, in EXACTLY the same flight conditions. The ECG is an expensive irrelevance, my mates dad had an ECG, due to chest pain, which proved absolutely normal. Next day he died from a massive heart attack (while watching Formula 1.....which is the reason we suspect he popped his cloggs, Schumacher was in the lead again).......
The European aviation system sometimes reminds me of the film Brazil
EA
(in a bad mood, becasue someone has just ripped me off for over a grand on eBay)
