UK to Leave EASA
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You donīt need your own GNSS.
Last edited by Alex Whittingham; 10th Mar 2020 at 12:26.
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We may get some more answers from the Government next week in Parliament. Lord Whitty has secured a 1-hour debate on UK EASA membership. This should happen approx 14:00 on Thursday 19th March. Aviation minister Baroness Vere is expected to respond.
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The proposal to take back responsibilities from EASA and return them to the UK CAA is another example of the recklessness and risk taking associated with BREXIT.
CAA was a staffed by many skilled people with world-wide recognition and that situation cannot be recreated in the near term. Many original CAA experts joined EASA but a good number of them have already retired or are approaching retirement. If they are to be invited to rejoin CAA, then it might be necessary to employ nurses, medical aids and defibrillators to keep them going! The likelihood is that the technical capability that will be needed by CAA will take many years to restore and that a semi-technical bureaucratic administration will be the intermediate outcome.
Our aviation industry does not need this major disturbance. The assumed benefits might help a few individuals but, overall, won't prove to be better for our industry than that already provided by EASA.
CAA was a staffed by many skilled people with world-wide recognition and that situation cannot be recreated in the near term. Many original CAA experts joined EASA but a good number of them have already retired or are approaching retirement. If they are to be invited to rejoin CAA, then it might be necessary to employ nurses, medical aids and defibrillators to keep them going! The likelihood is that the technical capability that will be needed by CAA will take many years to restore and that a semi-technical bureaucratic administration will be the intermediate outcome.
Our aviation industry does not need this major disturbance. The assumed benefits might help a few individuals but, overall, won't prove to be better for our industry than that already provided by EASA.
Nowadays the leading lights are the people leaving the CAA to work for the airlines...
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Many CAA people left to assist in CAME and SMS systems. They created such complex regulations that they found that it was more profitable to leave the Authority and oversee the systems that they had created in the first place. As the old saying goes 'if you can't do it then teach it: if you can't teach it then examine it; if you can't examine it then regulate it'. !!
were a total waste of time and effort. I had flown the 737 for years before taking the exams and there was nothing in all those tests that was useful. But I passed them any how. And have since then never used anything that was in the tests.
jobsworth or is it jobs worth? At least that clarification could be useful. Sure took a lot of them, spread out through the EU to come up with those exams in all the different languages.
jobsworth or is it jobs worth? At least that clarification could be useful. Sure took a lot of them, spread out through the EU to come up with those exams in all the different languages.
Could not agree more !!! I did the same apart from military aircraft not a 737. After those exams I thought what was all that about!
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My reading of this is that, in order to publish GPS/Galileo approaches the State needs to demonstrate some form of integrity control that it, itself, controls. Hence the EU has EGNOS, and of course more localised GLS approaches. If I have this right, once we leave the EU, the UK won't be able to offer EGNOS approaches because EGNOS is not under its control. I'd appreciate it if someone who knows the subject could confirm or deny my reading. I can't find anything specific in the Chicago Convention, PANS OPS etc. Or is it the case that the UK can legally publish approaches that piggy-back on the EU's EGNOS system?
Too many posters are looking at the minutiae without considering the much bigger picture of the requirements of the regulation of aircraft manufacturing and aviaton services. If you read no more, please read pages 20 and 21 of this Royal Aeronautical Society document. The UK needs either to remain a full member of EASA or seek associate membership like Norway and several other countries.
Our politicians seem hellbent on seeking a 'so-called freedom' without considering the problems and costs that the aviation industry will have to bear.
. https://www.aerosociety.com/media/67...ter_brexit.pdf
Our politicians seem hellbent on seeking a 'so-called freedom' without considering the problems and costs that the aviation industry will have to bear.
. https://www.aerosociety.com/media/67...ter_brexit.pdf
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They seem to have done that on most of their roles. Like most public sector roles in the UK, they will only attract mediocre skilled people who are looking to blag some free training before jumping ship to a higher pay grade in the real world.
It's just a shame that we didn't think to put all those fine engineers, surveyors, regulators, etc into suspended animation when EASA came on the scene, in preparation for the day (coming soon, apparently) when we'll need them all again.
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UK was a leading world class Safety Regulator long before EASA was born.
Now to get 300+ top engineers and regulators in will be interesting.....
Again, there was a time. LONG GONE! BCARs and CAPs used by other countries. Please tell me which ones? Are they in the northern and western hemispheres? One can read BCAR A requirements vs EASA requirements. I just hear the same stuff I hear from old age pensioners I work with. Shame their standards are below their verbal.
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In the light of these awesome/intelligent daily-political outbursts and grandstanding, is it sensible to start now an ATPL ground training in the UK, or better to find an ATO in the EU and distance learning?