CAA proposal for ANO amendments for EASA
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CAA proposal for ANO amendments for EASA
here
I haven't read it yet ... any views?
I have difficulty understanding why have the two different sections of Part 61. Section 2 b) seems to mean nothing other than the present situation, so why have Section 1?
I haven't read it yet ... any views?
I have difficulty understanding why have the two different sections of Part 61. Section 2 b) seems to mean nothing other than the present situation, so why have Section 1?
Last edited by IO540; 3rd Jun 2011 at 15:12.
ANO changes
You need a Lawyer to understand it! Hopefully a plain English copy will be issued.
I am sure the CAA Help Desk at Gwk will explain it all when it is time to renew my Licences.
No wonder so many European pilots are FAA'd !!
I am sure the CAA Help Desk at Gwk will explain it all when it is time to renew my Licences.
No wonder so many European pilots are FAA'd !!
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The only change that strikes me as odd is the proposal, in the wake of abolishing the BCPL, is that the holders are to become PPL's or CPL's "as appropriate"...
Who gets to decide which is appropriate?
Who gets to decide which is appropriate?
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I think what this is about is that EASA is set to take over FCL in 2012, and since the UK has signed up to be controlled by the Federal Government of Europe each EU member country needs to change its national laws to incorporate the EASA FCL proposals.
The EASA proposals are not yet law in their entirety. I think only the Basic Regulation is law; the other bits are in various stages.
The EASA proposals are not yet law in their entirety. I think only the Basic Regulation is law; the other bits are in various stages.
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Yes it's all clear to me.......as mud
To give the Campaign some credit, there's a chap there by the name of Chris Whittaker (I think) who in the past has put out some plain English notes to guide you through the Euro Babble.
Hopefully he'll put finger to key board in due course.
Meantime, I'll stick with Pt Fraser "We're all doooomed, Capt Mainwaring"
Sir George Cayley
To give the Campaign some credit, there's a chap there by the name of Chris Whittaker (I think) who in the past has put out some plain English notes to guide you through the Euro Babble.
Hopefully he'll put finger to key board in due course.
Meantime, I'll stick with Pt Fraser "We're all doooomed, Capt Mainwaring"
Sir George Cayley
Who gets to decide which is appropriate?
Hopefully a plain English copy will be issued
....there's a chap there by the name of Chris Whittaker (I think) who in the past has put out some plain English notes
....there's a chap there by the name of Chris Whittaker (I think) who in the past has put out some plain English notes
any views?
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Well, I haven't studied it at all deeply
change to Article 61 seems to extend...
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It is an interesting document.
- there are clearly no transitional arrangements in the document
- there isn't a definition of an EASA aircraft in the document and my recollection is the EU reg defined this as all aircraft other than a specified group, registered in an EASA country or operated by an entity established in an EASA country.
- the addition of pilot residency in 61 may or may not be relevant. If the aircraft is non-EASA by virtue of it being operated by an overseas operator, then this overriding fact makes the residency of the pilot a subsidiary issue (although slightly different than the EU principle in that it would appear to allow a non EU resident to operate a non UK but locally operated aircraft on any licence acceptable to the state of registry). If on the other hand the intent is to require any aircraft type that is not specifically on the non-EASA list where either the operator or the pilot is resident in the EU to have EASA licences this will come as something of a shock to any foreign aircrew who might be resident in EASA (I.e. A Delta pilot who has chosen to live in the UK)
- The language specifically removes IMCr privileges rather than the previously muted 'can't take away an existing privilege' logic. (Worth AOPA taking up the 'WTF you guys promised us that you would address this issue in implementation!!' campaign)
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MM
But as we all know this is all as relevant as the paper we flush down the Loo.
EASA have stated and extended the date from 2012 to 2014 for the sole purpose of signing and agreeing a Bilateral agreement.
If things are to be believed the first part has already been signed leaving the door open for FCL.
We all know that EASA are working around the clock so that the above will never be required.
Relax, don't worry as we can all trust EASA ?
Just an exercise to keep the CAA busy and in gainful employment .
Pace
But as we all know this is all as relevant as the paper we flush down the Loo.
EASA have stated and extended the date from 2012 to 2014 for the sole purpose of signing and agreeing a Bilateral agreement.
If things are to be believed the first part has already been signed leaving the door open for FCL.
We all know that EASA are working around the clock so that the above will never be required.
Relax, don't worry as we can all trust EASA ?
Just an exercise to keep the CAA busy and in gainful employment .
Pace
Given that BillieBob was at the 7/8 december EASA meeting where he voted yes
EASA have stated and extended the date from 2012 to 2014 for the sole purpose of signing and agreeing a Bilateral agreement.
there are clearly no transitional arrangements in the document
there isn't a definition of an EASA aircraft in the document
If the aircraft is non-EASA by virtue of it being operated by an overseas operator
this will come as something of a shock to any foreign aircrew who might be resident in EASA
Last edited by BillieBob; 3rd Jun 2011 at 23:02.
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From the little I and my collegues have been told there is going to be a whole heap of planes getting grounded with pilots in pokey on that date if they are daft enough to operate into certain countrys. UK should be OK but stay well clear of France and Germany. Aparentoly its going to be ground and ask questions when they have time which with the numbers involved will be more than a couple of days in the slammer.
If it wasn't so serious with guys with familys it would be funny.
If it wasn't so serious with guys with familys it would be funny.
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There doesn't need to be - an EASA aircraft is anything that is not included in Annex II to the Basic Regulation
You clearly do not understand the concept of an EASA aircraft - a PA28 is an EASA aircraft irrespective of where it is registered or who operates it, as is a B747 or a Lear 45.
Precisely! Under the currently proposed amendment to Article 61 of the ANO, a Delta pilot resident in the UK would need an EASA licence to fly a Delta 767 into Gatwick notwithstanding the fact that the aircraft operator is not 'established' in an EU member state. This restriction, of course, exceeds the EASA requirement and is entirely illegal but, based on past CAA performance, is also entirely predictable.
You clearly do not understand the concept of an EASA aircraft - a PA28 is an EASA aircraft irrespective of where it is registered or who operates it, as is a B747 or a Lear 45.
Precisely! Under the currently proposed amendment to Article 61 of the ANO, a Delta pilot resident in the UK would need an EASA licence to fly a Delta 767 into Gatwick notwithstanding the fact that the aircraft operator is not 'established' in an EU member state. This restriction, of course, exceeds the EASA requirement and is entirely illegal but, based on past CAA performance, is also entirely predictable.
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Oh well 14 exams. Six months full time study for an ATP. 20K cost all in and dead brain cells to remember how many molecules in a screen.
My knowledge and thousands of hours prop turbine and jet count for nothing.
Thats it folks that will be me dead and buried by the EASA machine.
Is it easy to become a train driver?
Knew we should have never joined the EEC
Pace
My knowledge and thousands of hours prop turbine and jet count for nothing.
Thats it folks that will be me dead and buried by the EASA machine.
Is it easy to become a train driver?
Knew we should have never joined the EEC
Pace
there isn't a definition of an EASA aircraft in the document
'EASA aircraft' means an aircraft which is required by the Basic EASA Regulation and any implementing rules adopted by the Commission in accordance with that Regulation to hold an EASA certificate of airworthiness, an EASA restricted certificate of airworthiness or an EASA permit to fly;
As far as I can see, that definition includes
"aircraft registered in a Member State, unless their regulatory safety oversight has been delegated to a third country and they are not used by a Community operator" (i.e. within the BR by virtue of 4(1)(b))
and excludes
"aircraft registered in a third country and used by an operator for which any Member State ensures oversight of operations or used into, within or out of the Community by an operator established or residing in the Community;" (i.e. within the BR by virtue of 4(1)(c))
It looks like the draft amendment makes an attempt to deal with that in Art 61(1), but cites the wrong paragraph, 4(1)(d)
"aircraft registered in a third country, or registered in a Member State which has delegated their regulatory safety oversight to a third country, and used by a third-country operator into, within or out of the Community"
Personnel involved in the operations of aircraft falling under 4(1)(d) are not required by the BR to comply with the Essential Requirements for Pilot Licensing and do not fall within the scope of Part-FCL.
The whole structure of the FRA provisions is pretty clumsy (I'm not slinging mud -- it's complicated) and needs some review.
Last edited by bookworm; 4th Jun 2011 at 09:23.
there are clearly no transitional arrangements in the document
...
There don't need to be - the amended ANO must become effective on 8 April 2012 to accord with EU law.
...
There don't need to be - the amended ANO must become effective on 8 April 2012 to accord with EU law.
If the UK were going to take advantage of the derogations, wouldn't you expect the transitional arrangements to appear in the ANO
No, the ANO will deal only with arrangements for Annex II aircraft. After 8 April 2012, the UK has no power to legislate in respect of EASA aircraft in the area of flight crew licensing.
Derogations are as permitted by EU law and the UK CAA has already published its intentions in this respect..