CAA/JAA Aviation Medical & related issues
Guest
Posts: n/a
They certainly use a corneal topographer at RAF Cranwell for testing the RAF hopefuls.
They do not have a CT yet at Gatwick. However, what happens if you do not admit to having refractive surgery upfront and two years down the line they purchase a CT system and they subsequently tested you?
PRK is less instantly obvious than LASIK as there is no corneal flap. CT would highlight any laser treatment instantly, as would pachymetry (corneal thickness). However, an average optometrist would be less likely to spot anything when compared to an average ophthalmic consultant.
regards
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Half man, Half jalfrezi.
They do not have a CT yet at Gatwick. However, what happens if you do not admit to having refractive surgery upfront and two years down the line they purchase a CT system and they subsequently tested you?
PRK is less instantly obvious than LASIK as there is no corneal flap. CT would highlight any laser treatment instantly, as would pachymetry (corneal thickness). However, an average optometrist would be less likely to spot anything when compared to an average ophthalmic consultant.
regards
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Half man, Half jalfrezi.
Guest
Posts: n/a
CAA Class 1 Medical - Problems
I have just had a CAA class one. They've come back to me telling me I have 'a minor brain abnormality shown on the EEG which needs further tests'.
Is this common?? Do people usually pass once further investigation is conducted?
I have a place on a BA training scheme and am very worried...can anyone advise?
Is this common?? Do people usually pass once further investigation is conducted?
I have a place on a BA training scheme and am very worried...can anyone advise?
Guest
Posts: n/a
The Class 1 Medical
I'm due to take mine in December when i will be just shy of my 30th birthday (gulp!)
Does anyone know if i would have to retake the medical in 2 or 5 years time? I presume it's 2 but i just want to check. Also if you renew is it another £400 odd or do you only have to re-take part of the medical?
Thanks for your help!
Does anyone know if i would have to retake the medical in 2 or 5 years time? I presume it's 2 but i just want to check. Also if you renew is it another £400 odd or do you only have to re-take part of the medical?
Thanks for your help!
Guest
Posts: n/a
You will have to have a general medical every year to keep a class one current. This costs around (i think) £100 and varies depending on where you have it done.
The other tests like chest X-Ray, ECG etc are repeated about every 5 years, I can't remember exactly what the time frame is with out looking at my class 1.
Hope this helps.
[This message has been edited by Capt Wannabee (edited 17 April 2001).]
The other tests like chest X-Ray, ECG etc are repeated about every 5 years, I can't remember exactly what the time frame is with out looking at my class 1.
Hope this helps.
[This message has been edited by Capt Wannabee (edited 17 April 2001).]
Guest
Posts: n/a
The info is here:
http://www.srg.caa.co.uk/pld/med/med...dical_cert.htm
cheers
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Half man, Half jalfrezi.
http://www.srg.caa.co.uk/pld/med/med...dical_cert.htm
cheers
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Half man, Half jalfrezi.
Guest
Posts: n/a
Revalidating licence and medical
Hi,
I haven't flown for about 2 years but I hold a UK CPL and have had my initial medical (although that also needs revalidating).
Anybody know what I need to do to become current again? Clearly I don't meet the currency requirements but I would not expect to have to start from scratch.
Are the initial issue requirements of the class 1 medical applied if you apply to revalidate an expired medical? I think my eyesight might be worse than 3.0 in one eye which might may 'initial' issue a problem, but I've held a valid class 1 up until it expired about a year ago.
I also have an Instructor Rating which I'd like to renew, though I'm hoping to avoid instructing by getting a pilot job.
Just a summary: about 850 hours with about 50 multi, plus 25 on 737 simulator at Oxford. Any advice on which airlines I should be talking to?
I realise that my 'break' from flying doesn't help me, but I needed to get myself financially back on my feet and I've more than achieved this. I guess there's plenty out there who've been where I am which is why I ask.
Thanks very much for your advice
I haven't flown for about 2 years but I hold a UK CPL and have had my initial medical (although that also needs revalidating).
Anybody know what I need to do to become current again? Clearly I don't meet the currency requirements but I would not expect to have to start from scratch.
Are the initial issue requirements of the class 1 medical applied if you apply to revalidate an expired medical? I think my eyesight might be worse than 3.0 in one eye which might may 'initial' issue a problem, but I've held a valid class 1 up until it expired about a year ago.
I also have an Instructor Rating which I'd like to renew, though I'm hoping to avoid instructing by getting a pilot job.
Just a summary: about 850 hours with about 50 multi, plus 25 on 737 simulator at Oxford. Any advice on which airlines I should be talking to?
I realise that my 'break' from flying doesn't help me, but I needed to get myself financially back on my feet and I've more than achieved this. I guess there's plenty out there who've been where I am which is why I ask.
Thanks very much for your advice
Guest
Posts: n/a
I was in the same position but had 8 years lapse. Called CAA (this was a few years ago)
Day night 1179 current medical. That was it 3 circuits in an Aztec a quick d/n 1179 new licence. Then it was that easy. The CAFU for IR.
Get the medical first
Day night 1179 current medical. That was it 3 circuits in an Aztec a quick d/n 1179 new licence. Then it was that easy. The CAFU for IR.
Get the medical first
Guest
Posts: n/a
Hassel,
Re the IR, did you have to do the full monty with CAAFU, or did you just have to do it with someone who was a CAAFU examiner?
I'd be interested to know if it was the latter, and who you did it with.
Thanks
PS
pps, I heard a rumour that under JAA, if you do not renew a class one within 5 years you need to revisit Gatwick for an assesment, even if you keep a class 2 goiung in the mean time. What a load of c*****rs if that's true. I renewed my old medical and the AME was adament this was not the case.
Re the IR, did you have to do the full monty with CAAFU, or did you just have to do it with someone who was a CAAFU examiner?
I'd be interested to know if it was the latter, and who you did it with.
Thanks
PS
pps, I heard a rumour that under JAA, if you do not renew a class one within 5 years you need to revisit Gatwick for an assesment, even if you keep a class 2 goiung in the mean time. What a load of c*****rs if that's true. I renewed my old medical and the AME was adament this was not the case.
Guest
Posts: n/a
Which one's the 1179? THat's a type rating isn't it? What I really would like to know is if I have to book tests with CAFU examiners again <shudder>
About the IR, are you saying I have to do another test? Surely not. A renewal was what I had in mind.
Do I need to get an assessment from the CAA or are there prescribed actions I can take?
About the IR, are you saying I have to do another test? Surely not. A renewal was what I had in mind.
Do I need to get an assessment from the CAA or are there prescribed actions I can take?
Guest
Posts: n/a
Providing the IR has not lapsed for more than five years, only a renewal is required.
Not sure what the position on the multi engine is as the rules have change on that one too for a change....
I'm afraid commercial aviation has made me into a real skeptic, and not done anything for my spelling either!!
Not sure what the position on the multi engine is as the rules have change on that one too for a change....
I'm afraid commercial aviation has made me into a real skeptic, and not done anything for my spelling either!!
Guest
Posts: n/a
You have not given enough information to allow a comprehensive reply, you obviously do not understand the privileges and requirements of the licence and rating that you hold.
Your CPL is valid for 10 years from the date of issue, nothing needs to be done within that time to 'revalidate' it.
It may be that one or more of your Class or Type Ratings has expired, you do not say whether that is the case. If so, you will need to pass a Licensing Proficiency Check (LPC) on either a Single Engine Piston (SEP) aircraft or a Multi Engine Piston (MEP) aircraft or an Operational Proficiency Check (OPC) and/or LPC on a specific type.
In order to renew your Instrument Rating you will have to pass an IR Proficiency Check, the content of which is identical to the initial IR Skill Test. The days of incompetent instrument pilots getting away with a quick 'renewal' with the local IR examiner are, thankfully, long gone. I suggest you brush up you limited panel U.P. recoveries - we're very hot on those, also limted panel turns.
Given your expressed attitude to instructing, I would not recommend renewing your FI rating. You are clearly unsuited to such a demanding occupation.
Oxford do not now and never have had a '737 simulator' they used to have a pair of very poor and unrepresentative generic twin jet procedure trainers, which did not merit approval under JAR-STD, and have recently obtained a slightly better generic twin-jet procedure trainer loosely based on the 737-400 which will, probably, achieve approval as a FNPT II. Any 'time' that you may have spent on these trainers is, for licensing purposes, wasted.
Incidentally, the Civil Aviation Flying Unit (CAAFU) has not existed for at least 7 years.
Your CPL is valid for 10 years from the date of issue, nothing needs to be done within that time to 'revalidate' it.
It may be that one or more of your Class or Type Ratings has expired, you do not say whether that is the case. If so, you will need to pass a Licensing Proficiency Check (LPC) on either a Single Engine Piston (SEP) aircraft or a Multi Engine Piston (MEP) aircraft or an Operational Proficiency Check (OPC) and/or LPC on a specific type.
In order to renew your Instrument Rating you will have to pass an IR Proficiency Check, the content of which is identical to the initial IR Skill Test. The days of incompetent instrument pilots getting away with a quick 'renewal' with the local IR examiner are, thankfully, long gone. I suggest you brush up you limited panel U.P. recoveries - we're very hot on those, also limted panel turns.
Given your expressed attitude to instructing, I would not recommend renewing your FI rating. You are clearly unsuited to such a demanding occupation.
Oxford do not now and never have had a '737 simulator' they used to have a pair of very poor and unrepresentative generic twin jet procedure trainers, which did not merit approval under JAR-STD, and have recently obtained a slightly better generic twin-jet procedure trainer loosely based on the 737-400 which will, probably, achieve approval as a FNPT II. Any 'time' that you may have spent on these trainers is, for licensing purposes, wasted.
Incidentally, the Civil Aviation Flying Unit (CAAFU) has not existed for at least 7 years.
Guest
Posts: n/a
Thank you Rolling Circle for what I regard an offensive reply to an innocent question.
I understand perfectly that my CPL is valid for 10 years and is therefore still valid. My request was for information which may have changed since I last flew regarding becoming 'legal' to fly.
Regarding my comments about instructing you have clearly grossly misconstrued these. All I was saying is that with my experience I would hope to go to flight deck rather than having to go back through the instructor route. I gained an excellent reputation as an instructor and enjoyed it immensely. I did not enjoy the 7UKP per flying hour that it paid and I don't think I could afford to go back to it. In fact it is this which led to me having to spend 2 years financially recovering.
Regarding instrument rating renewal your comment have urged me to get formal advice. I don't believe that I have to do the whole damned thing again - that's riddiculous. Although I agree with your comment regarding slackness under the system a couple of years ago. I was amazed at how the renewal was treated like a bit of a jolly with everyone passing; some just had to have a second go. I had prepared hard for that renewal as I would for the forthcoming one.
Regarding the simulator at Oxford (which are technically known as procedural trainers) my experience on this counts towards an airline career because my flying involved use of complex systems identical to those in use in a multicrew environment. I said nothing about booking the time although your comment about this time being wasted sounds to me like you have a grudge against individuals who have bettered themselves at their own expense to get more valuable flight deck experience.
Regarding your comments on CAAFU, my grandmother still talks of the Shilling but I know what she means.
I understand perfectly that my CPL is valid for 10 years and is therefore still valid. My request was for information which may have changed since I last flew regarding becoming 'legal' to fly.
Regarding my comments about instructing you have clearly grossly misconstrued these. All I was saying is that with my experience I would hope to go to flight deck rather than having to go back through the instructor route. I gained an excellent reputation as an instructor and enjoyed it immensely. I did not enjoy the 7UKP per flying hour that it paid and I don't think I could afford to go back to it. In fact it is this which led to me having to spend 2 years financially recovering.
Regarding instrument rating renewal your comment have urged me to get formal advice. I don't believe that I have to do the whole damned thing again - that's riddiculous. Although I agree with your comment regarding slackness under the system a couple of years ago. I was amazed at how the renewal was treated like a bit of a jolly with everyone passing; some just had to have a second go. I had prepared hard for that renewal as I would for the forthcoming one.
Regarding the simulator at Oxford (which are technically known as procedural trainers) my experience on this counts towards an airline career because my flying involved use of complex systems identical to those in use in a multicrew environment. I said nothing about booking the time although your comment about this time being wasted sounds to me like you have a grudge against individuals who have bettered themselves at their own expense to get more valuable flight deck experience.
Regarding your comments on CAAFU, my grandmother still talks of the Shilling but I know what she means.
Guest
Posts: n/a
Paul-G
1. Renewal of the single engine class rating
is a simple matter of one flight of over an
hour with an SE class instructor. The CAA then get a slip of paper. There is no fee
for the CAA if its under 5 years
2. The FI rating renewal should ideally be
incorporated into the above to save cash
3. The IR renewal is not done by the CAA but
by an examiner of your choice (RC ... ?)
The ME class is renewed at this stage in
the same flight
I understand your position re flight pay for
'demanding' careers that pay about the same
as the average office cleaner gets
I have always adopted the 'dont give up the
day job approach ..'
1. Renewal of the single engine class rating
is a simple matter of one flight of over an
hour with an SE class instructor. The CAA then get a slip of paper. There is no fee
for the CAA if its under 5 years
2. The FI rating renewal should ideally be
incorporated into the above to save cash
3. The IR renewal is not done by the CAA but
by an examiner of your choice (RC ... ?)
The ME class is renewed at this stage in
the same flight
I understand your position re flight pay for
'demanding' careers that pay about the same
as the average office cleaner gets
I have always adopted the 'dont give up the
day job approach ..'
Guest
Posts: n/a
Thanks RV800 - that sounds a bit more realistic.
As I suspected it looks like a minimum of two flight tests; one skills test SE which brings currency up-to-date and renews a type rating if necessary, the other IR/ME renewal. No doubt there will be a small issue of preparing for these but that's no problem.
As I suspected it looks like a minimum of two flight tests; one skills test SE which brings currency up-to-date and renews a type rating if necessary, the other IR/ME renewal. No doubt there will be a small issue of preparing for these but that's no problem.
Guest
Posts: n/a
Take what advice you like, old chap, but it won't change the fact that the format of the IR Proficiency Check is exactly the same as the Skill Test - Six sections comprising:
1. Departure
2. General Handling (including turns and UP recoveries both full and limited panel)
3. En Route IFR procedures, both inside and outside regulated airspace
4. Precision Approach (ILS) either radar vectored or procedural, either symmetric or asymmetric at the examiner's discretion
5. Non-precision Approach either radar vectored or procedural, either symmetric or asymmetric at the examiner's discretion
6. Simulated asymmetric flight (EFATO, asymm approach and go-around, asymm approach and landing)
Enjoy.
1. Departure
2. General Handling (including turns and UP recoveries both full and limited panel)
3. En Route IFR procedures, both inside and outside regulated airspace
4. Precision Approach (ILS) either radar vectored or procedural, either symmetric or asymmetric at the examiner's discretion
5. Non-precision Approach either radar vectored or procedural, either symmetric or asymmetric at the examiner's discretion
6. Simulated asymmetric flight (EFATO, asymm approach and go-around, asymm approach and landing)
Enjoy.