EC notice on BREXIT issued, licenses/certificates invalid
Having spoken to a lot of varied Europeans over the last few months it's clear that BREXIT has done for the idea of leaving the EU what Troy did for accepting gifts from Greeks...................
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Hopefully, being held hostage like this this will make other nations think more closely about giving up their sovereignty.
Just like the FTL rules at EASA that we got thanks to the UK CAA their campaign
Just in case you missed it PuraVida: the British politicians knew about the rules of Article 50 from day one as their civil servants wrote it! From DAY 1 it was clear that there were 6 scenario's... AND that there was no negotiations as such except on details. So go back to your politicians and ask them to stop lying to you and the press to do a better job in explaining a very clear SOP for leaving the EU. Pick one of the six scenarios and bugger off!
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de facto
Fees on the UK side:
- £45 for Licence Verification ( Form SRG 1160)
- £77 for transfer of your Medical Data
Fees on the Irish side:
- €600 for issue of an ATPL (do not know how much to issue a CPL, if that's your case)
PM if you want, or need, more info on the subject
Could someone please advise the fee for licence verification asked by the uk caa before transfering to another easa ? (Irish in my case).
- £45 for Licence Verification ( Form SRG 1160)
- £77 for transfer of your Medical Data
Fees on the Irish side:
- €600 for issue of an ATPL (do not know how much to issue a CPL, if that's your case)
PM if you want, or need, more info on the subject
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Good Afternoon,
I am trying to make sense of all the paperwork for a SOLI change to Ireland.
Please can anyone confirm that I didnt miss anything out?
heres what i think you have to do:-
____________________________________
SRG 1202 - transfer of medical records.
first part completed by pilot then sent to CAA for full completion with separate payment form SRG 1201.
SRG 2150 - application to release information to IAA for the SOLI change.
attachments -
The RPPL-F-100E which is sent direct to the IAA with
I am trying to make sense of all the paperwork for a SOLI change to Ireland.
Please can anyone confirm that I didnt miss anything out?
heres what i think you have to do:-
____________________________________
SRG 1202 - transfer of medical records.
first part completed by pilot then sent to CAA for full completion with separate payment form SRG 1201.
SRG 2150 - application to release information to IAA for the SOLI change.
attachments -
- Certified copy of licence
- Examiner report forms
- Payment form FCS1500, which is included with the SRG 2150
The RPPL-F-100E which is sent direct to the IAA with
- copy of licence,
- copy of medical
- passport
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SFIM
The important part, the thing that is going to set things in motion, is to send the " RPPL-F-100E" to the IAA.
By all means the forms that you need to be sent to the UK CAA are also important. However the UK CAA will not do anything until they receive a formal request from the IAA to provide information about the licence, and medical data, of the applicant that is applying to change SOLI.
de facto
About your question regarding the "licence copy must be certified", if your licence is "as issued by the CAA", in other words, if since it was issued by the CAA there were no handwritten entries made on the licence by a TRE, in case of an LPC, then the copy of the licence needs NOT to be certified. Search the UK CAA website for "How to get copies of your documents certified". At the end of the page it mentions what I wrote on this paragraph. If you however did any LPC's since your licence was issued, and this were endorsed on your licence by the TRE, then I'm afraid that you will have to certify the copy of your licence. There is an explanation on the CAA website on how to get this done.
The important part, the thing that is going to set things in motion, is to send the " RPPL-F-100E" to the IAA.
By all means the forms that you need to be sent to the UK CAA are also important. However the UK CAA will not do anything until they receive a formal request from the IAA to provide information about the licence, and medical data, of the applicant that is applying to change SOLI.
de facto
About your question regarding the "licence copy must be certified", if your licence is "as issued by the CAA", in other words, if since it was issued by the CAA there were no handwritten entries made on the licence by a TRE, in case of an LPC, then the copy of the licence needs NOT to be certified. Search the UK CAA website for "How to get copies of your documents certified". At the end of the page it mentions what I wrote on this paragraph. If you however did any LPC's since your licence was issued, and this were endorsed on your licence by the TRE, then I'm afraid that you will have to certify the copy of your licence. There is an explanation on the CAA website on how to get this done.
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I dont understand why the UK CAA always has the need to recieve a virified copy of a license for the smallest things. They are they only CAA I know who require someone else to sign that they have seen the original...wtf...
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For those like me, who got now an European license, what about the medical ?
we will not be longer valid with a UK medical after 29march, we need to have a EASA medical whatever the country, but does mean traveling abroad just for medical ... ????
we will not be longer valid with a UK medical after 29march, we need to have a EASA medical whatever the country, but does mean traveling abroad just for medical ... ????
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The advice i have seen so far was to get a medical in EASAland (non-UK) before March 29th next year. Just to be on the safe side. Now, there might be AMEs in the UK that have been approved by other NAAs as well and can do it without travelling abroad, but i have no clue there are. I just know that my AME in germany is approved by the CAA, the FAA and of course the LBA (and i believe they try to get their AMC transferred to switzerland as germany is just bonkers).
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In EASA land all of your records - for your licence and for your medical certificate - have to be held by the same country.
Where the medical examinations and skill tests take place is up to the authorised examiners (medical and flying respectively).
I believe there can be difficulties with transferring away from Germany (and maybe Austria) to another State because their national law puts restrictions on transferring medical information out of the country.
Where the medical examinations and skill tests take place is up to the authorised examiners (medical and flying respectively).
I believe there can be difficulties with transferring away from Germany (and maybe Austria) to another State because their national law puts restrictions on transferring medical information out of the country.
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In EASA land all of your records - for your licence and for your medical certificate - have to be held by the same country.
Where the medical examinations and skill tests take place is up to the authorised examiners (medical and flying respectively).
I believe there can be difficulties with transferring away from Germany (and maybe Austria) to another State because their national law puts restrictions on transferring medical information out of the country.
Where the medical examinations and skill tests take place is up to the authorised examiners (medical and flying respectively).
I believe there can be difficulties with transferring away from Germany (and maybe Austria) to another State because their national law puts restrictions on transferring medical information out of the country.
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The important part, the thing that is going to set things in motion, is to send the " RPPL-F-100E" to the IAA.
Obviously like many here I having been following this thread with great interest. Many of those posting on here know far more about the topic than I do.
However, I had the good fortune to talk directly to the Flight Ops director of a major UK airline a few weeks ago, who assured me that even in the event of a hard Brexit, on March 29th they can keep operating.
they base that belief on the assurances that the CAA will continue to recognise all UK licences and approvals issued under the umbrella of EASA as still being valid to operate G ref aircraft, and that ICAO third and fourt freedom rights will still exist between the UK and individual European nations which are still ICAO members regardless of EASA.
Im sure they have taken a huge amount of alegal advice before deciding this to be the case, so whilst I can see easy jet and Ryan air having a problem, what is the issue for UK based operators of UK registered aircraft operating out and back flights to Europe with no intermediate sectors?
However, I had the good fortune to talk directly to the Flight Ops director of a major UK airline a few weeks ago, who assured me that even in the event of a hard Brexit, on March 29th they can keep operating.
they base that belief on the assurances that the CAA will continue to recognise all UK licences and approvals issued under the umbrella of EASA as still being valid to operate G ref aircraft, and that ICAO third and fourt freedom rights will still exist between the UK and individual European nations which are still ICAO members regardless of EASA.
Im sure they have taken a huge amount of alegal advice before deciding this to be the case, so whilst I can see easy jet and Ryan air having a problem, what is the issue for UK based operators of UK registered aircraft operating out and back flights to Europe with no intermediate sectors?
However, I had the good fortune to talk directly to the Flight Ops director of a major UK airline a few weeks ago, who assured me that even in the event of a hard Brexit, on March 29th they can keep operating.
Last edited by wiggy; 5th Dec 2018 at 10:33.
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Held hostage? Well we ended up with these BREXIT rules thanks to.... a Brit.. Lord Kerr, who is the British author of Article 50
Just like the FTL rules at EASA that we got thanks to the UK CAA their campaign
Just in case you missed it PuraVida: the British politicians knew about the rules of Article 50 from day one as their civil servants wrote it! From DAY 1 it was clear that there were 6 scenario's... AND that there was no negotiations as such except on details. So go back to your politicians and ask them to stop lying to you and the press to do a better job in explaining a very clear SOP for leaving the EU. Pick one of the six scenarios and bugger off!
Just like the FTL rules at EASA that we got thanks to the UK CAA their campaign
Just in case you missed it PuraVida: the British politicians knew about the rules of Article 50 from day one as their civil servants wrote it! From DAY 1 it was clear that there were 6 scenario's... AND that there was no negotiations as such except on details. So go back to your politicians and ask them to stop lying to you and the press to do a better job in explaining a very clear SOP for leaving the EU. Pick one of the six scenarios and bugger off!
Kerr was part of the team involved in that drafting that part of the Lisbon Treaty, but not the final drafter.
You are correct however about the utter lack of knowledge of the procedures and meanings of Article 50.
Um....I wonder...sounds a familiar claim.... I know one such airline who employ a significant number of non resident EU national Flight/cabin crew. Out of interest did your contact mention the consequences of the end of FOM to his many of his staff’s ability to legitimately to cross the Border into the U.K. on the way to work on the A.M. of 30th March, or does he simply expect them to “wing it”?? As it stands today their status as roughly speaking “frontier workers” has, AFAIK (and open to correction), yet to be clarified so it’s possible the ICAO Freedoms for airframes might be the least of his or problems...
Anyway, disregarding CRM for a moment, this is a pilot's forum. Your is post is the first I've seen on this thread addressing cabin crew issues. And if a small number of non-UK European nationals lose the right to work in UK airlines they can presumably do a job swap with the UK nationals who may no longer have the right to work in Europe. What is the point of having an EASA licence to fly a non UK reg aircraft if you no longer have the right to live and work in Europe, or are you going to renounce your British Citizenship?
I sincerely hope that anyone who works in the airline industry and voted to leave has now realised that it may have been like Turkeys voting for Christmas, and would vote remain if we get another referendum.
Ok apologies, sounded like an airline close to home personally but obviously not the one I was thinking of.
Be genuinely interesting to see where the balance of numbers of respective nationals fall, because at one U.K. airline the number of Eu national non-resident crew is into several hundreds. Would make 30 th March interesting if the U.K. falls out with a “no deal” with no v quick agreement to any “frontier worker” or similar issues.
Hopefully it won’t come to that.
if a small number of non-UK European nationals lose the right to work in UK airlines they can presumably do a job swap with the UK nationals who may no longer have the right to work in Europe.
Hopefully it won’t come to that.
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2 ways of looking at it. Is the chaos caued by Brexit or having been part of the European Project. Looking at the whole of Europe the European Union has caused far more chaos than Brexit ever will. I for one could do without EASA, another protectionist racket driven by politics not safety.
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