Currency requirements

[mad_jock]

It works out cheaper usually doing that. Its what I do.

You might be suprised at how long it takes to get your ticket in Canada some countrys the turn up is just to check you can speak english and then its all done and dusted in 5 mins.

just remember though alot of these validations are on the condition that you keep your home license valid both medical and ratings.

BTW there is nothing stopping you doing a test early. One of the examinors will be along to say how far in advance of your valid to date you can do it without it becoming your new valid from date.

[BillieBob]

Doing the 7 IR exams, for anybody but especially a long serving airline pilot, is bonkers.

If you think that's bonkers, how about the requirement to do the initial IR course again? [See AMC1 FCL.625(c)]

[S-Works]

To get a TC licence based on your UK licence, the UK licence has to be valid and kept valid. TC are merely giving you a validation of your UK licence rather than anything that us stand alone.

I would suggest that if you are going to be in Canada any length of time you FI a full licence. It's simple enough to convert an ICAO licence by doing the written and a test. If you have an FAA licence its even simpler to convert.

[peterh337]

OK, Billibob, many thanks; after a lot of googling I did eventually find the 562 page tome. It is on page 226.

Would I be able to ask people posting important info to always include references?

This change is scandalous. Obviously it will shaft loads of UK airline pilots who went to work abroad, but it will also make any non aircraft owning IR holder think twice about doing the IR, given that the cost of a MEIR renewal in a rented can is over £1000. The cost of "suspending" it for even 1 year is a load of money dumped at an FTO.

One has to wonder about the make-up of the committee which came up with this outrageous bollox

[S-Works]

You don't need to keep the IR current for ME to keep the exams valid. You could just do a SE renewal every few years to keep resetting the clock. I know plenty of guys who only do a JAA IR renewal every five years and then do it SE. Not exactly difficult if current on another licence is it?

I think we may just be making mountain out of a molehill..

[mad_jock]

I reckon there must be getting on for 25% of the UK ATPL holders are working as expats. Its only going to get higher as well.

This change is almost punishing them for stepping away from working in the EU.

But to be honest if you plan for 3 k every 5 years you should be able to protect yourself.

Must admit I have been looking at getting a MEP/IR again just because its the cheapest way of keeping exams and license valid and leaving an option to do a type rating. But it looks like I will have to take the complete MEP class rating course again because I haven't flown one for over 7 years. The fact that in that time I have been flying twin TP's all the time doesn't seem to matter.

[peterh337]

What about the training required after just 1 year's lapse?

See page 226, above ref.

[PilotPieces]

Right, back from Transport Canada and I have a validation in hand now (very painless process).

Mad Jock, that was my next question, how early can I do this test? What is the difference between doing the test BEFORE the expiry date and doing it AFTER the expiry date? I ask because it expires the 6th June, my due date back in the UK isn't until end of June.

Bose-X, already started the process for the full licence here, have the medical and just need to get paperwork in order + take the exam. Not sure its worth it now though, I have probably left it a bit too late.

[mad_jock]

I had a look at lasors and you can do it up to three months before its due with no penalty.

There is no difference I believe in the test. It will just mean you can't fly on your validation either until you get it done.

But.. there is nothing stopping you using a JAR CRE over there if you can find one. So if you could meet up with Bose you would be sorted.

Depends how much flying you intend to do in that 3 weeks.

[S-Works]

What about the training required after just 1 year's lapse?

It's at the discretion of the Head of Training of the ATO. The guidelines are based on someone has lapsed an IR totally. As Head of Training, if you came to me with a valid ICAO IR and were in current practice I would be happy to allow you to direct sit an LPC.

You have to remember that a lot of this regulation is written to by read by the blinkered eyes of EASA people who have no realisation there is a world beyond Europe.

As I have said before, even stuff that seems black and white has a lot of room for interpretation and as Head of Training it is up to me to take a pragmatic approach to situations that don't fit exactly in the box.

[peterh337]

As Head of Training, if you came to me with a valid ICAO IR and were in current practice I would be happy to allow you to direct sit an LPC.

As I have said before, even stuff that seems black and white has a lot of room for interpretation and as Head of Training it is up to me to take a pragmatic approach to situations that don't fit exactly in the box.

If you weren't writing anonymously, bose-x, claiming you are a head of training of an anonymous FTO, that might be useful to some.

Currently, however, all one has to go on is what is written, what is coming.

The EASA doc states

expiry for longer than 1 year but shorter than 7 years:
a minimum of three training sessions;

Will you write publicly, using your CRE/IRE license # and your FTOs full name, that you are willing to skip the "three training sessions" and do somebody's IR renewal in a single flight?

Or you will put in three logbook entries, written up as "training sessions"?

Remember that the resulting logbook entries (or more to the point the lack of them) will be there for all to see, for ever after (or until the pilot moves on to his next logbook) so if somebody decides to have a dig........... this business is positively the last kind of business where I would like to be over somebody's barrel.

[S-Works]

Or you will put in three logbook entries, written up as "training sessions"?

I certainly would not do such a thing, it would be fraudulent and negate several years of hard work on my part to gain significant credibility with not only the UK CAA but many other NAA's.

What I will say is that if anyone wishes to contact me directly seeking flight testing in a situation where they have an expired IR then I would be happy to deal with them on an individual basis.

I will also say that it in my opinion as Head of Training of a UK FTO/TRTO if a pilot with a current ICAO IR were to approach me for renewal of a JAA IR then I would consider the case on it's merits and if required seek guidance from the CAA.

[BillieBob]

One of the differences under EASA is that where there is an AMC it must be followed. Any person or organisation may propose an alternative means of compliance to that/those already published and, if accepted by the competent authority, either/any of the alternatives may be followed. The last I heard, the UK CAA was proposing to charge a minimum of £2,000 to process a proposal for an alternative means of compliance.

There is nothing to stop an individual proposing an alternative means of compliance to another competent authority, provided that they fall under the responsibility of that authority (e.g. they hold approval for an ATO in that state or have transferred their licensing records). In such cases, where one competent authority approves an alternative means of compliance, it must be accepted by all other EU states. This is known as regulatory tourism and frightens the cr@p out of the UK CAA.

On the up side, there is no definition anywhere in the Regulation of a 'training session'; arguably, a 10 minute chat over a cup of coffee could be considered a training session. Two 10 minute chats and the game's on.

[PilotPieces]

Guys, thank you all for the help so far appreciate it

I just wanted to find out a bit more about this examiner's signature. Say I do my required hours, including 1 with an instructor (doesn't have to be a JAA instructor I assume??) then I just need a JAA examiner to sign my SEP paper?

So, can I just fedex my logbook and licence to the examiner (or to someone who will take it to an examiner)? Do I have to be there in person? If there is any doubt I am sure I can have an old instructor verify my identity to said examiner.

I would be very interested to hear thoughts on this because if that would work out it would save me a skills test + flights back to the UK.

Cheers

[BillieBob]

....doesn't have to be a JAA instructor I assume??

Yes, it does.