Future of the IMC Rating as the IR(R)
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Future of the IMC Rating as the IR(R)
I'm not deeply concerned about this, so when the CAA's billet-doux about it (aka IN 2016/082) landed in my Inbox a short while ago, I was just passing time by scanning it quickly.
Here it is, for those whose Inboxes are not occupied by CAA stuff, and enjoy a good read.
What caught my eye was the paragraph below, a strong contender in the "You Couldn't Make It Up" stakes.
So the UK's Civil Aviation Regulator is unable to tell anyone, let's say a Coroner, for example, whether or not an AMC Rating is currently valid, without a time-consuming and possibly unfruitful investigation, or of course having the licence in their possession. Ah, no, that won't work........
Here it is, for those whose Inboxes are not occupied by CAA stuff, and enjoy a good read.
What caught my eye was the paragraph below, a strong contender in the "You Couldn't Make It Up" stakes.
At present the IMC Rating/IR(R) is administered differently from all other licence ratings in that the CAA has not required that it be notified by examiners or licence holders when the rating is renewed or revalidated. Consequently, whilst the CAA has records of how many IMC Rating or IR(R) ratings have been issued in each year, the CAA has no record of how many remain current/valid.
So the UK's Civil Aviation Regulator is unable to tell anyone, let's say a Coroner, for example, whether or not an AMC Rating is currently valid, without a time-consuming and possibly unfruitful investigation, or of course having the licence in their possession. Ah, no, that won't work........
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Since they also don't know whether your SEP rating is current or not I don't see why you would see this as an issue? Why would we want even more regulation / cost etc having to return forms to Gatwick which would then need processing?
The FAA have no idea whether the pilots they have issued certificates and ratings to are current or not. They seem to manage OK!
The FAA have no idea whether the pilots they have issued certificates and ratings to are current or not. They seem to manage OK!
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... or of course having the licence in their possession. Ah, no, that won't work........
There was no previous requirement for Examiners to submit IMCR / IR(R) revalidation/renewal paperwork to the Authority, whereas now there is.
That's all. The reason being so that they can meet the EASA demand for proof of demand.
There are other errors in this IN; however, I have informed the CAA of these and have literally just received confirmation that these will be rectified.
As for the medical declaration confusion, it doesn't help when the CAA's own website and table of requirements are both mutually contradictory and each contains different errors....
That's all. The reason being so that they can meet the EASA demand for proof of demand.
There are other errors in this IN; however, I have informed the CAA of these and have literally just received confirmation that these will be rectified.
As for the medical declaration confusion, it doesn't help when the CAA's own website and table of requirements are both mutually contradictory and each contains different errors....
I have a continuous SEP Rating record in my Licence. But the CAA have no record for the period ending October 2015 - discovered on contacting them.
Could this have lead to insurance way-out problems for the other Group members if I had gone down and burned or had sunk with my licence in that period?
Could this have lead to insurance way-out problems for the other Group members if I had gone down and burned or had sunk with my licence in that period?
Did the person signing the rating ask you to sign the rating re-validation form? Either you or the examiner should then have sent it to the CAA! The CAA could also have lost it!
Form was posted. But as CAA do not acknowledge receipt, that was the end of the process. Until I checked my English level, when I learned I had neither Level 6 nor SEP. I'm assured I have both now. I'll shortly be going there in person to get my EASA licence and my FAA 61.75 moved to it.
It may be that they can't be bothered to trawl for it, in the good old days they had a microfiche with everything on it, now they have to Google through the electronic pit and see what comes up, its only as good as the tagging!
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in the good old days they had a microfiche with everything on it
When I went to Gatwick for my initial issue Class 1 aged 56, I asked to have the eyesight test first as that's my Achilles Heel (sorry about the dodgy metaphor!) Anyhow, failed the Ishihara test (as usual). The bloke got out my Microfiche, shoved it in his reader and said 'ah, yes, I see you passed the lantern test at Heathrow in 1982. Colour safe'. I was just outside the myopia limit then of -3 dioptre, so had to settle for a Class 3 (later upgraded to Class 2 for the BCPL). Of course I'm comfortably inside the Class 1 limit now, but that was then and this is now.
TOO
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FAA current
This is my username, the FAA do know if you have a current medical - which gives an indication if you are current. The medical application also requires the number of hours flown in the last 6 months - another indication.
License is valid until I am no more. In my case, last valid medical 2002. Hence my IR (and other things) would not be valid.
Due to a rule change, I might be able to re-gain my medical - off to the opticians PM today as a next step on the route for a medical special issuance.
License is valid until I am no more. In my case, last valid medical 2002. Hence my IR (and other things) would not be valid.
Due to a rule change, I might be able to re-gain my medical - off to the opticians PM today as a next step on the route for a medical special issuance.
