I used the word "approved" it would have been better to use the term 'Licenced'. The very pragmatic FAA allows a non FAA licenced pilot to fly an 'N' aeroplane in a particular country that has issued the pilots licence but only as as far that country sees fit. Just the same many countries may not allow it and some may require formal procedures. If you hold a FAA issued licence being the full licence or the "piggy back" licence as it is commonly known, then you are not restricted by borders and are not required to gain special permissions. I was correct in what I described. The same is true flying a 'G' reg aeroplane if you hold a UK licence. If you will want to operate a 'G' reg aeroplane anywhere than obtain a UK licence, simple in my view.

There is a 2 year period from the 1st January in order to resolve licencing issues and we do not know the outcomes, there is no need to guess, just hold onto your hat.

It is not quite as simple as that. If I knew in advance (which would be the decent thing for the UK to do) I would be able to, if necessary, rush through the procedure to put my aircraft on the "F" register... quite a palaver and very important to complete it before 31 December. I would then be free from all this unnecessary UK-related hastle... But you see "holding onto my hat" until it is too late for that option, effectively rules it out!

Flyingbadge

"We own a Tiger on the D reg and have been advised that we can't fly it after 1st Jan with our UK/Easa licenses"

Who advised you of this?

Cheers, Sam.

Hi Sam,
Like everyone else our group has been fielding various opinions over the last year ranging from 'we just don't know' to 'we can't fly a D after 1st jan'.
We found CAA references to the two years grace for Easa license holders to fly the G in the UK, but no CAA reference to UK license holders flying non G....and I believe our maintenance company were of the opinion that as its stands we cannot fly the D after 1 Jan.....this coupled with a CAA inspector on a visit to same company saying that it would be very straightforward to switch our aircraft to the G (no engine overhaul required etc)....so we decided on that as the safest option, even if it proves later on to have been unnecessary.

No, I will fly my G-reg aeroplanes on my UK CPL. I'll use my FAA CPL for flying N-reg aeroplanes, and I'll use my (soon to be Irish) EASA CPL should there be reason to fly EU registered aeroplanes.

Yes, maintaining three licences is a bit of a nuisance, but one I'm personally accepting the need for as I work around the world quite a lot. Somehow I doubt that my EASA licence will be current all the time, I'm basically parking it in Ireland and will revalidate the bits I need when I need them, or often enough to avoid having to re-do anything from scratch. Similarly I use my FAA 61.75 PPL/IR, and only bother getting an FAA medical when I need CPL privileges on that standalone licence and mainly just worry about keeping that IR current.

It's how it is.

G

Since there are so many N-number aircrafts flying in Europe, I guess it would not be an issue to bring your G-registered aircraft to France and keep flying under G.

From the ANO


All UK registered aircraft will be non EASA aircraft after 31 Dec.

I'm in sort of the same boat, but the other way around. I have a UK CAA-issued EASA PPL, but I fly PH (Dutch) registered aircraft only.

I've got a few highly specific questions that hopefully someone on here can answer.
1. Does anybody know if "remaining a member of EASA" is currently pursued/negotiated as part of the Brexit negotiations? Or is that option off the table completely?
2. GtE, you switched your UK EASA license to the Irish. Why the Irish? I'm currently thinking about where I can switch my license to, and I'm sort of spoiled for choice. Any other opinions on which *AA is the best/cheapest/most convenient?
3. If I decide to keep my UK issued PPL, then presumably this automatically becomes a UK National license, valid for G-reg only but ICAO compliant. Based on this license I should be able to get a "validation of a foreign license" in EASA-land. Does anybody have a link or something for that procedure? I can't find it anywhere. In fact, I can't even find whether I have to apply for such a validation with EASA, or with the national authorities.
4. Once my license becomes a UK National license, I assume an instructor/examiner with a non-UK-issued EASA license is no longer able to perform revalidations and such, correct? Or is there an easy way for such an instructor/examiner to become validated by the CAA for these purposes?

1. Remaining a member of EASA is off the table DfT said that back in January.
2. IAA is an English speaking that why many choose them, Dutch NAA is good in English as well.
3. Validation would reuire you to resit Air Law & Human Performance Exams, fulfil the requirements for the class rating, do a PPL Skills Test, demonstrate language proficiency, have an ICAO Class 2 Medical and minimum of 100hours.
4. Interesting one, but the CAA have said they would give a general validation for all EASA licence holders and their ratings. That would include examiners as well.

Same issue
 

Hi John

It seems there is a general validation on the CAA website but it says it is only valid outsidue UK airspace! Is this correct?

So can we or can't we?
 

Brexit is such a headache, and leaving EASA is/was just totally unnecessary: we all have fewer rights than before and have gained nothing!

I too have a DGAC issued EASA PPL and fly both a G reg (when in England) and F reg aircraft.

I have tried to follow the thread above, but does anyone actually have a similar case/experience flying a G reg aircraft since 1st January this year with a (non CAA) EASA licence?

This whole thing is madness; it was so easy before!

You may fly a G-registered aircraft with a (non-UK) EASA licence up until 31 December 2022. After that you will require either a UK licence or a validation of your EASA Licence.

I have a UK FCL PPL SEP EASA license, which is now by default a UK FCL SEP PPL since the UK is classified as a " Third World Country ".

I am fully resident in France, which means that I cannot legally fly an EASA registered aircraft - and the above posts have re-confirmed that I need to re-sit a Skills Test / and re-take the Air Law and Human Factors written exams here in France if I apply for an EASA License with DGAC.

I have looked at the prospect of applying to Malta for an EASA License ( alternatives are Ireland / Switzerland ), and I find the whole process is just absurd.

So my question is this - will the UK CAA accept an application for an FCL PPL SEP from an EASA License holder without the need to re-take the Skills Test / Air Law and Human Factors exams, if the answer to the question is yes then surely it should reciprocal across the EU for a UK License Holder.

Really, surely?

In your situation, a SOLI transfer to France would have been appropriate. Why didn't you do it?

You can moan about the politics and the absurdity, but there was a process open to you which would have solved your problem before it became a problem. Your complaint now is with EASA, as you are resident in EASA land and want to fly there.

I have flown a G reg using a (non CAA) EASA licence since 1st Jan. I found it to be similar to last year, the licence was in my flying bag on the back seat and I operated the controls and wireless in the same way as before. Can't say it felt any different.

You've missed a previous post whereby I've already stated that I missed the SOLI transfer point, and that it was entirely my fault - so the politics of the situation is irrelevant.

The question I raised in this thread remains :

" So my question is this - will the UK CAA accept an application for an FCL PPL SEP from an EASA License holder without the need to re-take the Skills Test / Air Law and Human Factors exams, if the answer to the question is yes then surely it should reciprocal across the EU for a UK License Holder. "

I don't believe it is reciprocal across Europe. That's an EASA decision and "fairness" isn't a criteria.

What did you expect? Both sides were playing political hardball with BREXIT and the only reason the CAA is recognising European things, is the two year transition period written into UK law, where all EU law was adopted on the day of exit, until it is repealed.

In short, an EASA licence must retain it's status in UK law until the end of 2022, not because the CAA are being nice, but because the law says so. The European Union don't have an equivalent law, to them, everything British from 01/01/21 is simply foreign.