Flying for CHC Scotia or Bristow: info needed by french pilot
SiClick,
I have no wish to hijack this thread but others should be aware that there is a distinction between the licensing issues of JAR-FCL 2 and the operational issues of JAR-OPS 3 - in particular Subpart N. The responsibility for operational training and checking is a matter for the AOC holder (you didn't state whether in your example it was French or British so your point was not clear to me).
You cannot carry over operational qualifications between AOC holders as you can Licensing qualifications. The matter is complicated only because the training department of the AOC holder usually carries out all functions (licensing and operational qualification).
In so much as there is an issue for EC145Pilot, it will only be in respect of his license. His induction, type ratings and operational qualifications will all be addressed by the operator.
In respect of his current employer, there is no necessity to apply OPS 3 as the operations are outside its scope (although it is likely, as with the UK, that there are good reasons why it should be seen as best practice and applied where possible).
Jim
I have no wish to hijack this thread but others should be aware that there is a distinction between the licensing issues of JAR-FCL 2 and the operational issues of JAR-OPS 3 - in particular Subpart N. The responsibility for operational training and checking is a matter for the AOC holder (you didn't state whether in your example it was French or British so your point was not clear to me).
You cannot carry over operational qualifications between AOC holders as you can Licensing qualifications. The matter is complicated only because the training department of the AOC holder usually carries out all functions (licensing and operational qualification).
In so much as there is an issue for EC145Pilot, it will only be in respect of his license. His induction, type ratings and operational qualifications will all be addressed by the operator.
In respect of his current employer, there is no necessity to apply OPS 3 as the operations are outside its scope (although it is likely, as with the UK, that there are good reasons why it should be seen as best practice and applied where possible).
Jim
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JimL
The problem has now gone away, so this discussion is pointless.
However last year French Helicopter Pilots could not fly a JAA (German) registered Helicopter on a French License.
Last year the French authorities would not accept a Type Rating Check conducted by a JAA Examiner.
Thats how it was.
Si
The problem has now gone away, so this discussion is pointless.
However last year French Helicopter Pilots could not fly a JAA (German) registered Helicopter on a French License.
Last year the French authorities would not accept a Type Rating Check conducted by a JAA Examiner.
Thats how it was.
Si
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