Originally Posted by SFIM
(Post 10338226)
I would love to know how many applications the IAA have been recieving, they must be crazy busy. about 1/2 of my colleagues (all the UK licence holders) have applied this week! Last endorsement I added in October was done for 2 weeks sharp. I hope they have some mandatory deadlines otherwise it can take months. |
they must be crazy busy or are UK operators now encouraging their pilots to get eu easa licences so as to hedge their bets? simple adding of endorsement If you wouldn't mind the question, when you say "simple adding of endorsement", this means that you are adding a new rating to your licence, or you did an LPC and the Examiner choose not to endorse the licence, and therefore you have to apply for a new licence ? In my view the first possibility is slightly more work for the IAA, then the second possibility. Will have to do an LPC sometime in the near future , hence my curiosity ... |
Originally Posted by zerograv
(Post 10338554)
If you wouldn't mind the question, when you say "simple adding of endorsement", this means that you are adding a new rating to your licence, or you did an LPC and the Examiner choose not to endorse the licence, and therefore you have to apply for a new licence ? In my view the first possibility is slightly more work for the IAA, then the second possibility. Will have to do an LPC sometime in the near future , hence my curiosity ... |
If other CAA's can do it in 7 days timeframe I suppose every CAA can do it as well. i believe the UK CAA are saying 19 working days to turn around the Doc 155 and send it to the IAA (or wherever) however the IAA seem to be making the initial request more or less immediately which is nice. |
Originally Posted by SFIM
(Post 10338675)
the UK CAA don’t do anything in 7 days in my experience, I have had the misfortune to have asked for a licence verification letter many times and it always takes a month. |
Nebojsar
Thanks for your feedback ! It certainly sounds an awful long time to add a TR to a licence. Admittedly, up to last year, the UK CAA used to be very good. Was always able to get everything done on same day, often in 1 morning, or less, by using "Same day service". As long as all the paperwork was correct, there would be no problems. This year the whole hell broke loose ... |
Hello all, I’ve been following this thread for a while now and am just about to complete my PPL under Austro Control. issuing me an Austrian PPL. My intention is to move straight onto ATPL’s and it seems the sensible thing to do is do them with an EASA member state, BBS are offering this from the UK however my main choice is probably Bartolini air... regardless is this a good idea for the following reson? If I get my ATPL from an EASA country and then after Brexit do not have the right to live or work in that country (British National). Would that not mean the EASA ATPL’s have been for nothing? On the other hand assuming you gain employment with an airline in the EU you can then live there. Then what if I wanted to fly in the UK again has it been announced if it’s possible to transfer EASA to CAA? I plead ignorance but there’s a lot to take in here and I’m trying to make the most informed decision I possible can. If you were to begin your ATPL exams next year where would you go? Cheers in advance. |
Originally Posted by nord121
(Post 10339019)
Hello all, I’ve been following this thread for a while now and am just about to complete my PPL under Austro Control. issuing me an Austrian PPL. My intention is to move straight onto ATPL’s and it seems the sensible thing to do is do them with an EASA member state, BBS are offering this from the UK however my main choice is probably Bartolini air... regardless is this a good idea for the following reson? If I get my ATPL from an EASA country and then after Brexit do not have the right to live or work in that country (British National). Would that not mean the EASA ATPL’s have been for nothing? On the other hand assuming you gain employment with an airline in the EU you can then live there. Then what if I wanted to fly in the UK again has it been announced if it’s possible to transfer EASA to CAA? I plead ignorance but there’s a lot to take in here and I’m trying to make the most informed decision I possible can. If you were to begin your ATPL exams next year where would you go? Cheers in advance. As far as i know the UK CAA will accept EASA licenses to transfer them into UK ones, but who knows how that will change? |
Maybe a small reprieve coming for 9 months in the event of a No Deal. Just need the defination of “Certain Aviation Safety Licenses” Transport The Commission has today adopted two measures that will avoid full interruption of air traffic between the EU and the UK in the event of no deal. These measures will only ensure basic connectivity and in no means replicate the significant advantages of membership of the Single European Sky. This is subject to the UK conferring equivalent rights to EU air carriers, as well as the UK ensuring conditions of fair competition.
|
The detail seems to be in these documents which I cannot find:
v Commission proposal for a Regulation of the European Parliament and of the Council on common rules ensuring basic air connectivity with regard to the withdrawal of the United Kingdom of Great Britain and Northern Ireland from the Union (COM(2018) 893 final). vi Commission proposal for a Regulation of the European Parliament and of the Council on certain aspects of aviation safety with regard to the withdrawal of the United Kingdom of Great Britain and Northern Ireland from the Union (COM(2018) 894 final). |
European Commission - PRESS RELEASES - Press release - Brexit: European Commission implements ?no-deal? Contingency Action Plan in specific sectors assuming “flight crew licences” can be somehow tagged along, looks like a 9-month grace period which I queried somewhere on this thread awhile ago. Hopefully, now that some legal framework exist, EASA will give further guidance. |
Aviation – safety 12.
What does the Commission's proposal on aviation safety concretely include? In case of no deal, the Commission’s proposal for a Regulation: *extends for a limited period of time – 9 months – the validity of certain certificates (in particular type certificates) that can only be issued by the European Union Aviation Safety Agency (EASA) on the basis of certificates issued by the UK once it is a third country. *ensures that parts and appliances, for which a certificate of conformity was issued by a UK company before the withdrawal date, can still be used in and on aircraft although the company that issued the certificate is no longer entitled to issue new certificates. |
While seemingly some respite is being provided on licences, there are some other restrictions:
...the total seasonal capacity to be provided by UK air carriers for routes between the United Kingdom and each Member State shall not exceed the total number of frequencies operated by those carriers on those routes during respectively the IATA winter and summer seasons of the year of 2018. The Member States shall neither negotiate nor enter into any bilateral agreements or arrangements with the United Kingdom on matters falling within the scope of this Regulation. They shall not otherwise grant UK air carriers, in connection with air transport, any rights other than those granted by this Regulation. UK air carriers shall submit the operational plans, programmes and schedules for air services to the competent authorities of each Member State concerned, for their approval. Any such submission shall be made at least 30 days prior to the start of the operations. |
A question, as a no deal Brexit is been discussed more seriously. What will Ryanair do on 29th March 2019 at 23:00?
512 |
...will cancel most of UK flights departing after 2pm and commence the AC translocation to Ireland and Continental Europe?
|
No, because the provisions of COM(2018)893 will allow the continuation of flights between the UK and EU at existing frequencies. That's assuming the UK insists on the same terms.
So no increase in frequency between UK and any of the EU27 States by any carrier, based on S18 and W18 capacity. That's how I read it |
Originally Posted by sewushr
(Post 10339630)
No, because the provisions of COM(2018)893 will allow the continuation of flights between the UK and EU at existing frequencies. That's assuming the UK insists on the same terms.
So no increase in frequency between UK and any of the EU27 States by any carrier, based on S18 and W18 capacity. That's how I read it More worryingly: "UK air carriers may... perform scheduled and non-scheduled international air transport services for passengers, combination of passengers and cargo and all-cargo services between any pair of points of which one is situated in the territory of the United Kingdom and the other one is situated in the territory of the Union" No mention of UK carriers being able to operate intra-European services in the style offered by bmi. Likewise by reciprocation if Ryanair has any UK domestic routes left - can't remember whether it does? Maybe an impact on Stobart Air's proposed Newuay-Southend too. Possibly a problem for West Atlantic's G-reg 737s in Europe, and the SE-reg ATPs operating solely within the UK. |
Brexit
Dont forget that individual countries, finding their aviation freedoms suddenly restricted, may not agree with the EU dictats. Highly likely to ignore and just maintain existing protocols while disputing. |
Originally Posted by EastMids
(Post 10339684)
I presume the UK will reciprocate (retaliate?), meaning 3/4 of 2019 could be no growth in terms of the overall UK-EU market.
Originally Posted by EastMids
(Post 10339684)
No mention of UK carriers being able to operate intra-European services in the style offered by bmi. Likewise by reciprocation if Ryanair has any UK domestic routes left - can't remember whether it does? Maybe an impact on Stobart Air's proposed Newuay-Southend too. Possibly a problem for West Atlantic's G-reg 737s in Europe, and the SE-reg ATPs operating solely within the UK.
BMI sadly under NO circumstance will be able to offer intra European routes, this comes with EU membership and thus is not allowed under any foreseen agreement when Brexit is triggered. Stobart Air will have issues with intra UK routes, unless it acts as Ryanair has done, using a UK AOC, or continue operating by routing aircraft through an out of UK location (IE?) West Atlantic as per BMI, unless aircraft are flying to/from UK on each flight... SE-reg aircraft no intra UK flights... Sad state of affairs, especially to think people wanted this to happen... |
Originally Posted by rightstuffer
(Post 10339746)
Dont forget that individual countries, finding their aviation freedoms suddenly restricted, may not agree with the EU dictats. Highly likely to ignore and just maintain existing protocols while disputing. |
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