Interesting US AOPA Article about EASA approach to FAA licenses
Joined: Aug 2004
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From: NE
As a 14,000 hours plus guy, I'm now being told that under EASA rules, my CAA/JAR ATPL(H) which I've held since 1976 can only be converted and re-issued as a CPL. (plus a couple of hundred pounds and 50 hours in a twin) ) Not that I care too much being on the verge of full retirement, but how's that for idiocy. Dennis K.
i don't know if I'm seeing it wrongly or if i don't understand your statement, but on Article 4 of EC 1178/2011
(http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2011:311:0001:0193
N:PDF page 3)it says:
1. JAR-compliant licences issued or recognised by a Member State before 8 April 2012 shall be deemed to have been issued in accordance with this Regulation. Member States shall replace these licences with licences complying with the format laid down in Part-ARA by 8 April 2017 at the latest.
so, if one has a licence issued by a national authority, according the national legislation (copy/translated/transfer of JAR FCL), should have "automatically" the new EASA license(or what they call now)
i'm reading wrongly or is somewhere written a different thing...
seems there is already an "ammendment" called EC 290/2012, but it seems that on this matter only changes effective dates
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:100:0001:0056
N:PDFregards
Joined: May 2002
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From: Downeast
Hiller Bee....don't confuse Insurance requirements with FAA Regulations....the 100 hour rule is an Insurance requirement and not an FAA Regulation.
Two different kettles.....
Two different kettles.....
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From: Belgium
Hiller Bee....don't confuse Insurance requirements with FAA Regulations....the 100 hour rule is an Insurance requirement and not an FAA Regulation.
Two different kettles.....
Two different kettles.....
In Europe Regulators decided not to leave it up to commercial companies to regulate.
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From: Beside the seaside
They were my thoughts Hillerbee.
What is so difficult about obtaining a JAR PPL? If you want to fly in Europe why should you not need one? The rules for flying in both countries are very different. I need an FAA PPL to fly in USA.
What is so difficult about obtaining a JAR PPL? If you want to fly in Europe why should you not need one? The rules for flying in both countries are very different. I need an FAA PPL to fly in USA.
Joined: May 2001
Posts: 1,691
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From: Escrick York england
epipany
its the other way around i now have to get a new faa licence to fly a n reg privately in europe
prior to all this i had a national licence with a us validation which allwed me to fly a n reg anywhere [61.75]
now or when it arrives in post i have a new easa licence which allows me to fly n reg in the country of issue only
so i will now have to reapply for a us validation of my new easa licence and go through all the hoops again 61-75 or get a standalone licence
its the other way around i now have to get a new faa licence to fly a n reg privately in europe
prior to all this i had a national licence with a us validation which allwed me to fly a n reg anywhere [61.75]
now or when it arrives in post i have a new easa licence which allows me to fly n reg in the country of issue only
so i will now have to reapply for a us validation of my new easa licence and go through all the hoops again 61-75 or get a standalone licence
Joined: Apr 2006
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From: Iceland
"I need an FAA PPL to fly in USA."
Actually you don't. What you need is a validation of your ICAO compliant licence. The FAA receive a package from you and your authority and issue a validation of your foreign licence. As a result you are allowed to fly on N reg aircraft as long as the condition of your original licence are met i.e. currency, pc, medical etc.
There is no training required if everything is current. The responsibility is yours...
IH
Actually you don't. What you need is a validation of your ICAO compliant licence. The FAA receive a package from you and your authority and issue a validation of your foreign licence. As a result you are allowed to fly on N reg aircraft as long as the condition of your original licence are met i.e. currency, pc, medical etc.
There is no training required if everything is current. The responsibility is yours...
IH
Joined: Mar 2002
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From: Kings Caple, Ross-on-Wye.orPiccots End. Hertfordshire
For CS ... I don't understand it either. All I can say is that having completed the licence conversion application, that is what I am being told by our CAA. Dennis K.
RotorHead
Joined: Jun 2007
Posts: 1,085
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From: Canada
Right after reading through all this I'm still not 100% sure. I hold an FAA PPL and currently Flying an N-Reg 300 in Northern Ireland.
Going by the CAA Website am I correct in saying I'm safe until 2014 on the FAA PPL?
Also I would like to add that the Schweizer Helicopter might be sold on by the end of the year which would mean jumping over to a G-Reg Helicopter to continue flying here. I am not aware of any other N-Reg machines in the North or the South.
Going by the CAA Website am I correct in saying I'm safe until 2014 on the FAA PPL?
Also I would like to add that the Schweizer Helicopter might be sold on by the end of the year which would mean jumping over to a G-Reg Helicopter to continue flying here. I am not aware of any other N-Reg machines in the North or the South.
Q.26 I have a licence issued by a non-EASA country (e.g. USA), how will the changes affect me?
Currently the UK Air Navigation Order gives a permanent validation of non-UK ICAO licences that allows the holders of those licences to fly UK-registered aircraft for private purposes only. With the implementation of European regulations, including the use of the derogations by the UK, this UK validation will remain for private flights until 8th April 2014. From that date forward the UK validation will be valid only for non-EASA aircraft registered in the UK.
Currently the UK Air Navigation Order gives a permanent validation of non-UK ICAO licences that allows the holders of those licences to fly UK-registered aircraft for private purposes only. With the implementation of European regulations, including the use of the derogations by the UK, this UK validation will remain for private flights until 8th April 2014. From that date forward the UK validation will be valid only for non-EASA aircraft registered in the UK.
Joined: Jan 2005
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From: yorkshire uk
Hiller Bee ....you said ....As for typeratings try to fly/rent a helicopter in the US when you have less than a 100 hours on type. When you have more than a 100 hours on type in the EASA system you get a typerating pretty easy (only a typerating practial exam )
I may be misreading you but i have nearly 1000 hrs on AS 350 and 500 + on 206 , 200 on MD500 ....i have an FAA CPL CFi and UK CAA PPL .......
I have to do 2 hrs training and a check ride on each type and also 8 hrs training and ground school for the 109 ( which i am flying today with 200 hrs ....).
As for what reg heli i can fly in what country .....just like the rest of you i havent got a clue
Luckily for me i can afford to jump through all the hoops for some imbicile in a suit ...sadly i think there will be many out there who just cannot afford to pay for the hire of the aircraft , the instructor and school and the EASA fees . They will either fly illegally ....just hand over your wealth to your wife or kids to look after in case you get sued ....or just give up . Neither is ideal...
I may be misreading you but i have nearly 1000 hrs on AS 350 and 500 + on 206 , 200 on MD500 ....i have an FAA CPL CFi and UK CAA PPL .......
I have to do 2 hrs training and a check ride on each type and also 8 hrs training and ground school for the 109 ( which i am flying today with 200 hrs ....).
As for what reg heli i can fly in what country .....just like the rest of you i havent got a clue
Luckily for me i can afford to jump through all the hoops for some imbicile in a suit ...sadly i think there will be many out there who just cannot afford to pay for the hire of the aircraft , the instructor and school and the EASA fees . They will either fly illegally ....just hand over your wealth to your wife or kids to look after in case you get sued ....or just give up . Neither is ideal...
Joined: Mar 2006
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From: UK
nigelh - you have been misinformed (assuming that you are doing this in the UK). For single-engined helicopters, if you have more than 100 hours on type and operational experience on the type within the last 5 years, there is no requirement for refresher training. All you need to do is to pass the relevant type rating approved theoretical knowledge examination and a proficiency check. I suggest that you point whoever told you that you needed 2 hours on each type in the direction of LASORS para F9.1.
In the case of multi-engined helicopters, you need 350 hours on type to transfer the rating, hence the need to do the full type rating course on the A109.
As the CAA have finally got their act together and published the derogations, these arrangements will now remain in place until 31 May, after which the EASA rules kick in.
In the case of multi-engined helicopters, you need 350 hours on type to transfer the rating, hence the need to do the full type rating course on the A109.
As the CAA have finally got their act together and published the derogations, these arrangements will now remain in place until 31 May, after which the EASA rules kick in.
Joined: May 2002
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From: Downeast
As the CAA have finally got their act together and published the derogations, these arrangements will now remain in place until 31 May, after which the EASA rules kick in.
Did I read that right?
And you suggest the "CAA has its act together..."!
Joined: Mar 2006
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From: UK
SASless - I see what you are trying to do but the disruption of context is a little too blatant to be credible. The righteous indignation is also a little contrived when you consider that this has been the situation for the last 20 years or so. You would, perhaps, be better employed in venting your spleen on what is to come rather than what is (almost) past. If you want a convenient bandwagon on which to jump, in the context of extracting (extorting?) money, the CAA has just played an absolute blinder and almost nobody has noticed - yet. Oh, and I didn't say that a pilot with 340 hours on type would need to do the whole course - try reading the post again (and the reference).
Better luck next time.
Better luck next time.
Thread Starter
Joined: Dec 2008
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From: N/A
UK to JAR ATPL conversions
I think they extended the acceptance period for converting UK ATPLs to JAR ATPLs (and thereby EASA ones) up until 2004 (should have been 2000?).
After that date people had to properly comply with the new minimum requirements.
After that date people had to properly comply with the new minimum requirements.
Joined: May 2008
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From: france
EASA against the FAA
Just an update on the thread as the implementing dates have been postponed from 2012 to 2014 and now to 2015. Just to put it in a simple way and to make certain all have understood the bright idea behind the EASA crew licencing rule:
It does make the privileges of a Pilot in command depend on where he lives!
YES - That is all it means.
You want to conduct a "N"ovember registered aircraft and you reside in the E.U, then you need an E.U pilot licence.
You reside outside of the E.U: You just need your F.A.A licence and you're not concerned!
Very smart no?! What a brilliant idea, so now my good friends 10 miles away from me in Monaco, (which is not Europe) can conduct business as usual but for me, leaving in the E.U I've got to retake all my E.U ATP exams.
What a joke! Fully in line with the competency of the EASA actors and E.U commission people from whom we have been able to appreciate the efficiency over the last 2 decades!
Luckily, there are several ways around the most stupid ruling...
Fly Safe, Be Happy,
It does make the privileges of a Pilot in command depend on where he lives!
YES - That is all it means.
You want to conduct a "N"ovember registered aircraft and you reside in the E.U, then you need an E.U pilot licence.
You reside outside of the E.U: You just need your F.A.A licence and you're not concerned!
Very smart no?! What a brilliant idea, so now my good friends 10 miles away from me in Monaco, (which is not Europe) can conduct business as usual but for me, leaving in the E.U I've got to retake all my E.U ATP exams.
What a joke! Fully in line with the competency of the EASA actors and E.U commission people from whom we have been able to appreciate the efficiency over the last 2 decades!
Luckily, there are several ways around the most stupid ruling...
Fly Safe, Be Happy,