North Sea Medical Requirements
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North Sea Medical Requirements
Hello all,
The CAA have advised me that I may only be eligible for a restricted class 1 medical certificate (hearing related), I am currently doing just fine on an FAA certificate.
My question is this: If I were to go ahead and go through all of the hassle of getting a JAA ATPL, am I going to find it hard to get a job due to more restrictive company requirements?
[This is a long-term planning type question, I am aware of the global economy right now
]
Thanks for any input!
The CAA have advised me that I may only be eligible for a restricted class 1 medical certificate (hearing related), I am currently doing just fine on an FAA certificate.
My question is this: If I were to go ahead and go through all of the hassle of getting a JAA ATPL, am I going to find it hard to get a job due to more restrictive company requirements?
[This is a long-term planning type question, I am aware of the global economy right now
]Thanks for any input!
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I answered this question in a previous thread.
There will be a restriction that will not allow you to fly public transport flights.
The following is what the CAA say:
CPL Restricted to National Privileges (“Restricted CPL”)
UK certificate holders who fail to meet the JAR should be issued with a non-JAR compliant (NJC) certificate, which confers national and ICAO (but not JAA) privileges.
This procedure has been extended to a group of initial Class 1 applicants who do not fully meet the JAR for the following conditions:-
1 Abnormal colour perception (ie assessed CP4 on lantern testing)
2 Reduced level of hearing (but within the ICAO hearing standard for professional flying of 35, 35, 35, 50 dB at 500, 1000, 2000, 3000 Hz frequencies respectively)
Such applicants can be issued with a non-JAR compliant Class 1 medical certificate. FCL will be able to issue a ‘Restricted CPL’ to these pilots that will enable them to undertake flying instruction and aerial work (but not public transport operations). This effectively replaces the BCPL.
This change has been introduced mainly because of the potential lack of flying instructors under the JAR. A significant proportion of flying instructors have, in the past, become instructors (with a UK Class 2 certificate) after failing to obtain a Class 1 certificate. With the demise of the UK Class 2 certificate, this route to flying instruction ceased until the “restricted CPL” was developed.
The limitations on the certificate will be:-
• UK airspace*
• UK aircraft*
• No public transport*
• Day flying only (this only applies to those assessed as CP4)*
• Non-JAR Compliant**
*These restrictions will need to be added to the Class 1 medical certificate before the licence is gained at which point they will be transferred to the licence.
There will be a restriction that will not allow you to fly public transport flights.
The following is what the CAA say:
CPL Restricted to National Privileges (“Restricted CPL”)
UK certificate holders who fail to meet the JAR should be issued with a non-JAR compliant (NJC) certificate, which confers national and ICAO (but not JAA) privileges.
This procedure has been extended to a group of initial Class 1 applicants who do not fully meet the JAR for the following conditions:-
1 Abnormal colour perception (ie assessed CP4 on lantern testing)
2 Reduced level of hearing (but within the ICAO hearing standard for professional flying of 35, 35, 35, 50 dB at 500, 1000, 2000, 3000 Hz frequencies respectively)
Such applicants can be issued with a non-JAR compliant Class 1 medical certificate. FCL will be able to issue a ‘Restricted CPL’ to these pilots that will enable them to undertake flying instruction and aerial work (but not public transport operations). This effectively replaces the BCPL.
This change has been introduced mainly because of the potential lack of flying instructors under the JAR. A significant proportion of flying instructors have, in the past, become instructors (with a UK Class 2 certificate) after failing to obtain a Class 1 certificate. With the demise of the UK Class 2 certificate, this route to flying instruction ceased until the “restricted CPL” was developed.
The limitations on the certificate will be:-
• UK airspace*
• UK aircraft*
• No public transport*
• Day flying only (this only applies to those assessed as CP4)*
• Non-JAR Compliant**
*These restrictions will need to be added to the Class 1 medical certificate before the licence is gained at which point they will be transferred to the licence.
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I am a little confused, goes with age I guess. however I had severe hearing loss in one ear and was told that as a helicopter pilot it was not so much a problem as I had to wear a full headset as oposed to those worn in the big jets etc. That said, the Dutch medical authority mentioned that only one commercial pilot had lost his licence due to hearing loss, and this was at his request!
On every proficiency check I was assesed by the instructor who signed a form provided by the authorities stating that I was able to hear and respond appropriately in the cockpit. This was done for many years.
Perhaps the Dutch interpretation of the Regs was more pragmatic and realistic, but it worked for me and other Dutch licenced pilots.
On every proficiency check I was assesed by the instructor who signed a form provided by the authorities stating that I was able to hear and respond appropriately in the cockpit. This was done for many years.
Perhaps the Dutch interpretation of the Regs was more pragmatic and realistic, but it worked for me and other Dutch licenced pilots.
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Vee-r
I think you need to get a definitive statement from the CAA. I know of a number of North Sea pilots who have hearing problems. A 2-crew restriction would be the most restriction that I would expect. I take it from your post that you are an experienced FAA pilot. I think that the beaters post probably refers to student pilot/ initial Class 1 medical.
I think you need to get a definitive statement from the CAA. I know of a number of North Sea pilots who have hearing problems. A 2-crew restriction would be the most restriction that I would expect. I take it from your post that you are an experienced FAA pilot. I think that the beaters post probably refers to student pilot/ initial Class 1 medical.
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Well thanks for the reply. I did search, but as usual with these things searching is a lot easier when you know some relevant key words 
I'm assuming this is the quoted document (for anyone interested)
http://www.caa.co.uk/docs/1859/20090...idanceV6-1.pdf
I'm assuming this is the quoted document (for anyone interested)
http://www.caa.co.uk/docs/1859/20090...idanceV6-1.pdf
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902Jon- I just saw your post. Yes, I'm working offshore over here, currently only have single crew/engine experience.
I've been trying to talk to someone at the CAA, leaving a voicemail isn't massively productive when I don't have a UK number to be reached on.
I've been trying to talk to someone at the CAA, leaving a voicemail isn't massively productive when I don't have a UK number to be reached on.
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Vee-r
Try using the medical branch e-mail system. It does work. Don't expect an immediate reply - it may take a couple of weeks or longer.
Are you aware of all the other requirements to fly over here including your right to work? I see from you profile that you don't have (or don't show) an instrument rating. This on it's own will cost you a lot of money. Then you have all of the CAA exams to sit. It is not an easy (or cheap) path that you want to go down. The rewards are good but you may be better off building your experience/qualifications in the US. Twin IFR, multi-crew, command etc.
Good Luck - pm if you want help.
902jon
Try using the medical branch e-mail system. It does work. Don't expect an immediate reply - it may take a couple of weeks or longer.
Are you aware of all the other requirements to fly over here including your right to work? I see from you profile that you don't have (or don't show) an instrument rating. This on it's own will cost you a lot of money. Then you have all of the CAA exams to sit. It is not an easy (or cheap) path that you want to go down. The rewards are good but you may be better off building your experience/qualifications in the US. Twin IFR, multi-crew, command etc.
Good Luck - pm if you want help.
902jon
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The Grand Plan (right now) is to continue to work in the US, build up multi-crew /engine time, sit the theory exams and get the CPL done. I'd dearly love to come back to the UK to fly, but buying a multi-engine IR is just not going to happen. If I'm still not able to get a job over there then I'll stay over here and continue to spend a fortune coming home every couple of years 
Obviously, this is a long term plan, and it's entirely dependent on getting a Class 1 medical.
Obviously, this is a long term plan, and it's entirely dependent on getting a Class 1 medical.
