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Originally Posted by hoistop
(Post 10708467)
Restoring British Empire is just a dream that will be paid dearly.
I traveled thru New Zealand recently - a few decades ago, their foreign exchange with UK was close to 50%. Today is around 10% and declining. |
You don´t need your own GNSS. |
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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Originally Posted by Cloudee
(Post 10708530)
Might want to check your facts. 10 March 2020. 1 NZ$ = 0.48 UK pounds.
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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. Nowadays the leading lights are the people leaving the CAA to work for the airlines... :rolleyes: |
Originally Posted by TURIN
(Post 10705415)
Does this mean I don't have to remove the restrictions from my B1 licence? Are we reverting to section L and BCARS?
What a farce! |
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'. !!
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Originally Posted by 70 Mustang
(Post 10706150)
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 job’s 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! |
One wonders how on earth we managed pre JAR JAA EASA...😉
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Originally Posted by Alex Whittingham
(Post 10708584)
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?
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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 |
Originally Posted by Aso
(Post 10707814)
They mixed up the janitor salary with the one for a design engineer :8
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B1: too true. But we are being driven by dogma, not by common sense.
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Well said.
UK was a leading world class Safety Regulator long before EASA was born. |
We managed just fine!
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Originally Posted by Bergerie1
(Post 10709641)
Our politicians seem hellbent on seeking a 'so-called freedom' without considering the problems and costs that the aviation industry will have to bear. |
Originally Posted by SAM 2M
(Post 10709933)
Well said.
UK was a leading world class Safety Regulator long before EASA was born.
Originally Posted by SAM 2M
(Post 10709935)
We managed just fine!
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. :O |
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..... |
Originally Posted by KeyPilot
(Post 10706455)
There was a time when UK standards were the reference for much of the world. They still are to a degree - long-withdrawn BCARs/CAPs/... are still used by some countries!
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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?
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