Night hours wanted!
Night hours wanted!
Guest
Posts: n/a
Maxclimb, I agree with the guys. I can't see any way you can log it. I think the CAA may have misunderstood what you were asking, or you may have misunderstood their answer.
If the aircraft is S/Crew, operating on an AOC, you can't log it because you're not Base/Line checked, therefore not the commander, therefore not a required member of the crew.
If it's M/Crew there will already be two drivers and you can't sit in the seat and log it.
And if it's a Safety Pilot operation, then you are still not a required member of the crew, and CAN log non-required and non-AOC positioning flights if you fly them and can do so on a class rating. But how many of them are there likely to be? Remember that almost all positioning for a commercial flight is considered in itself to be a commercial flight.
Your best bet is to nip over to the USA for a couple of weeks and do some night flying there on the cheap.
If the aircraft is S/Crew, operating on an AOC, you can't log it because you're not Base/Line checked, therefore not the commander, therefore not a required member of the crew.
If it's M/Crew there will already be two drivers and you can't sit in the seat and log it.
And if it's a Safety Pilot operation, then you are still not a required member of the crew, and CAN log non-required and non-AOC positioning flights if you fly them and can do so on a class rating. But how many of them are there likely to be? Remember that almost all positioning for a commercial flight is considered in itself to be a commercial flight.
Your best bet is to nip over to the USA for a couple of weeks and do some night flying there on the cheap.
Guest
Posts: n/a
Do you really need an ATPL ? If someone will give you a direct entry command then it would be handy, but otherwise you'll finish it within months of joining an operator where you need it and would be ready for a command pretty quickly.
If you do, Huggy's got the right idea. Don't forget to get someone to sign off your time over there just in case it ever gets questioned.
Lots of movement in the industry right now - don't hang about !
If you do, Huggy's got the right idea. Don't forget to get someone to sign off your time over there just in case it ever gets questioned.
Lots of movement in the industry right now - don't hang about !
Guest
Posts: n/a
Hard Rider, if you have a CAA Frozen ATPL and don't get unfreeze it by the end of June next year, you lose your CAA ATPL ground exam credits, have to take these poxy JAA exams and become subject to JAR criteria. So yes you need an ATPL. I too need the night hours but am trying to make it a point of principle that I get my full ATPL on a Cessna 152, which I won't be able to do under JAR. Bastards.
Guest
Posts: n/a
DB,
If your only reason to log the night hours is to upgrade then relax. You need not lose your CAA exam credits if you have an IR they remain frozen and will allow for a JAA atpl when you fulfill those requirements. Check out the FCL website updates and FAQ's.
------------------
If your only reason to log the night hours is to upgrade then relax. You need not lose your CAA exam credits if you have an IR they remain frozen and will allow for a JAA atpl when you fulfill those requirements. Check out the FCL website updates and FAQ's.
------------------
Guest
Posts: n/a
DB6
From www.srg.caa.co.uk:
'We would like to correct a growing misconception within the aviation industry that the holder of a UK CPL/IR(A) with ‘frozen’ ATPL(A) credits will lose those credits if he/she does not obtain a national ATPL(A) by 30 June 2002. It is true that CAA will not be able to issue a UK CPL(A) or ATPL(A) on or after 1 July 2002 except to a pilot who held that same licence on 30 June 2002 (ANO Article 22(2)(d), which means that a national licence can be renewed but an initial issue cannot be made. However, there is no necessity for a UK licence holder to convert to a JAR-FCL licence by any specific date and national licences can remain valid, so that a UK CPL/IR(A) can be renewed after 1 July 2002 and the ATPL(A) theoretical knowledge credit will be retained. After 1 July 2002, at the point where a national ATPL(A) would have been issued, and provided the pilot meets all the criteria for conversion of a national to JAR-FCL ATPL(A) as detailed in Appendix 1 to JAR-FCL 1.005, the CAA can issue a JAR-FCL ATPL(A). Until such time as EC Directive 91/670/EEC is withdrawn, and there appear to be no plans to do this in the immediate future, a UK national licence can still be validated for use in other EU States.
The only circumstance in which all holders of a UK national licence would be forced to obtain a JAR-FCL licence would be if the EU mandated such a move. The Authority has argued against such a suggestion and intends to continue to do so. However, in such an eventuality CAA would seek amendment to JAR-FCL to ensure that ATPL(A) knowledge credits are retained.
Date 2 February 2000'
If you really wish to gain a JAR-FCL licence immediately then:
'UK CPL(A)/IR holders with ‘frozen’ ATPL examination credits who have less than 500 hours experience on Multi-Pilot
Aeroplanes will not be given ATPL Theory credit for the JAR-FCL licence. However, the UK Civil Aviation Authority has
advised that UK CPL(A)/IR holders with ‘frozen’ ATPL(A) credits who obtain a JAR-FCL CPL(A)/IR without ATPL theory
credit will retain their UK ‘frozen’ ATPL(A) credits. In addition, UK ATPL knowledge will be accepted to endorse the
first multi-pilot type rating to a JAR CPL(A)/IR issued without ATPL Theory credit.'
Hope this helps rather than confuses.
Regards
9G
[This message has been edited by 9g (edited 07 May 2001).]
From www.srg.caa.co.uk:
'We would like to correct a growing misconception within the aviation industry that the holder of a UK CPL/IR(A) with ‘frozen’ ATPL(A) credits will lose those credits if he/she does not obtain a national ATPL(A) by 30 June 2002. It is true that CAA will not be able to issue a UK CPL(A) or ATPL(A) on or after 1 July 2002 except to a pilot who held that same licence on 30 June 2002 (ANO Article 22(2)(d), which means that a national licence can be renewed but an initial issue cannot be made. However, there is no necessity for a UK licence holder to convert to a JAR-FCL licence by any specific date and national licences can remain valid, so that a UK CPL/IR(A) can be renewed after 1 July 2002 and the ATPL(A) theoretical knowledge credit will be retained. After 1 July 2002, at the point where a national ATPL(A) would have been issued, and provided the pilot meets all the criteria for conversion of a national to JAR-FCL ATPL(A) as detailed in Appendix 1 to JAR-FCL 1.005, the CAA can issue a JAR-FCL ATPL(A). Until such time as EC Directive 91/670/EEC is withdrawn, and there appear to be no plans to do this in the immediate future, a UK national licence can still be validated for use in other EU States.
The only circumstance in which all holders of a UK national licence would be forced to obtain a JAR-FCL licence would be if the EU mandated such a move. The Authority has argued against such a suggestion and intends to continue to do so. However, in such an eventuality CAA would seek amendment to JAR-FCL to ensure that ATPL(A) knowledge credits are retained.
Date 2 February 2000'
If you really wish to gain a JAR-FCL licence immediately then:
'UK CPL(A)/IR holders with ‘frozen’ ATPL examination credits who have less than 500 hours experience on Multi-Pilot
Aeroplanes will not be given ATPL Theory credit for the JAR-FCL licence. However, the UK Civil Aviation Authority has
advised that UK CPL(A)/IR holders with ‘frozen’ ATPL(A) credits who obtain a JAR-FCL CPL(A)/IR without ATPL theory
credit will retain their UK ‘frozen’ ATPL(A) credits. In addition, UK ATPL knowledge will be accepted to endorse the
first multi-pilot type rating to a JAR CPL(A)/IR issued without ATPL Theory credit.'
Hope this helps rather than confuses.
Regards
9G
[This message has been edited by 9g (edited 07 May 2001).]
