this information notice IN 2014/109 refers to all this

SAS .... What else do you expect our little CAA bureaucrats to do in their ( ample ) spare time ? Try to make the skies safer ??? Make flying simpler ???
Get a grip man .. We're not smug Yanks with free skies ...!!

Well actually....as i am completely retired never to hold a Cyclic Stick ever again....I have a few suggestions for what the CAA Staff could do to occupy themselves between Tea Breaks, Subsidized Lunch Breaks, and Smoke Breaks.

Senior Pilot would very much not like what they are out of a sense of decorum and generally accepted modes of language and the like.

I am so glad not to never have to deal with those folks again.

Our FAA is not as bad as of yet....but hey....we are catching up pretty quickly.

Give them time and we will be right there alongside of Ya'll!

Thank you very much for your reply.

my two cents:

AMC1 FCL.740(b)(1) Validity and renewal of class and type ratings 3)b)iv.

(iv) expiry longer than 3 years: the applicant should again undergo the training
required for the initial issue of the rating or, in case of helicopter, the training required for the ‘additional type issue’, according to other valid ratings held.

That means that if the rating held is expired more than 3 years there are two options to renew it:
-again undergo the training
required for the initial issue of the rating (mean 5 hours training + 1 hour checkride).
-OR-
-in case of helicopter, the training required for the ‘additional type issue’, according to other valid ratings held. (means 2 hours training + 1 hour checkride).

When getting up the ladder from SET to MET, the AMC1.FCL.725(a) states clearly what to do about it in terms of training, the assumption is transitioning from less complex to more complex aircraft, the training has to follow the same logic.
What EASA does not tell us is when transitioning from complex MET a/c's to less complex SET and this is because it is up to the ATO's to set up an individual training programme based on:
(1) the experience of the applicant. To determine this, the ATO should evaluate the pilot’s log book, and, if necessary, conduct a test in an FSTD;
(2) the complexity of the aircraft;
(3) the amount of time lapsed since the expiry of the validity period of the rating. The amount of training needed to reach the desired level of proficiency should increase with the time lapsed. In some cases, after evaluating the pilot, and when the time lapsed is very limited (less than 3 months), the ATO may even determine that no further refresher training is necessary. When determining the needs of the pilot, the following items can be taken into consideration.

Talking about the airframe, power-plant and systems, no one could honestly consider a SET having the same complexity level of a MET.

Example?
Pilot A with 3000 TT, 3000 f/h on SEP's helicopters and current on SEP's (Robinson 44, R22, H300 ecc.)
Pilot B with 3000 TT, 2800 f/h on MET's IR helicopters and current on MET's. (Aw139, Aw109, Bell 412 ecc.)

Both had a SET rating in the past and now expired since more than 3 years.

Being the complexity of the product (the rotorcraft) the parameter of the training to be delivered and considering previous applicant's experience on aircraft of similar complexity,
Pilot A shall undergo the SET training programme as initial issue.
Pilot B may be considered eligible for the 'additional type issue'.