UK EASA Licence Transfer
Hello,
Can anyone suggest which country would be a "good one" to transfer an EASA licence (in terms of communication, Language (preferred English), clarity, responsiveness). I currently hold a UK EASA licence with some expired ratings, the brexit date is getting close and there is no indication of what is going to happen. Anyone's experience or advice is of great value. Thanks |
Without a shadow of a doubt, go the Irish EASA route. I was in the same situation as you and did my JAR UK ATPL to EASA Irish ATPL conversion two years ago. Very straight forward paperwork exercise, no sim required, and you get your type ratings moved across as well. No other EU countries do that without a sim.
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I believed you will be asked for proof of residence in that EASA country (i.e. land line bill with your name on it) or a job offer from a EASA airline based there.
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Originally Posted by iggy
(Post 10246305)
I believed you will be asked for proof of residence in that EASA country (i.e. land line bill with your name on it) or a job offer from a EASA airline based there.
The Irish are great to work with, but I cannot complain about the Austrians too. Both have been far better to deal with than the CAA. |
Remember though, if it’s the worst case scenario of no deal, we (UK nationals) will lose our rights to live and work in the EU. I imagine in time a visa system would be set up but I fear it’s likely to be a long and costly process. It will also be dependent on the EU airline sponsoring you. Knowing how airlines operate I do fear us Brits will be at the bottom of the pile of applicants, behind all those from the other 27 countries who are ready and legal to work in the EU immediately. With all that considered, I would second getting a Irish Licence as you can gererally speak to a real person should there be any issues with the transfer. Good luck |
In such a scenario, there will still be free movement between Ireland and the UK; the ‘Common Travel Area’ will remain irrespective of what happens.
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I am told the 'no deal' Brexit plan is that your EASA licence will be automatically converted to a UK ATPL on 29 March, which will allow you to fly G-reg aircraft. The position on M-reg etc (other states of registration are available) is not quite so clear.
You can also expect a lift and shift of the Basic Regs and the rest of the EASA-related hard and soft law into UK law, effective for 2 years. The intent is that the UK will mirror any EASA changes in this period too. At least, that is what the DfT is saying. |
Should one convert to an EASA licence, can you keep the UK EASA licence going as well? Or is it either one EASA licence or the other? Need my UK EASA licence for my current job, but would like to have both in case things really go terribly wrong. |
I believed you will be asked for proof of residence in that EASA country Should one convert to an EASA licence, can you keep the UK EASA licence going as well? Or is it either one EASA licence or the other? Need my UK EASA licence for my current job, but would like to have both in case things really go terribly wrong. |
You can have as many national licences as you like but only one EASA licence.
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UK to reissue pilot licences in 'no-deal' Brexit
So not only am I going to lose the ability to fly anything other than G-reg (without validation), they want me to pay £75 for it??! And the CAA are the first to admit they don't have qualified staff - good luck getting any paperwork through in less than 3 months! Madness... EDIT: and all those who paid to have their 61.75 reissued with the EASA licence number will now have the privilege of paying again to do the whole thing in reverse :ugh: |
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What is misleading is this frankly ludicrous statement, whoever wrote it should be prosecuted. Apparently it is becoming the norm in the UK to lie in order to further your own agenda, much like the orange buffoon.
Our licences are internationally recognised - including by the European Aviation Safety Agency (EASA) - both now and after 29 March 2019. The CAA will continue to issue and reissue pilots' licences when they are lost, damaged, when details need to be changed or pilots' privileges updated as we do now. Over time, this would include removing references to EASA - a purely cosmetic change. |
What I am wondering about is if they are ready to cope with the demand of pilots sending in SOLI forms and the CAA to issue Doc 155 certificates to the CAA's of other countries the coming months.
Also, what if you manage to get your medical file transferred from the UK CAA and doc 155 form to another EASA member state CAA. But you dont have a new license yet from the other EU state's CAA before the end of March? Will they still be able to issue it since they recieved all the information before the brexit date? |
Just switched mine, I am EU citizen and used to hold U.K. EASA ATPL. Straight forward process, the only problem is the U.K. CAA is in quite some mess atm, took me 2 months and approx 2 hrs on phone in total to get all the docs right as they didn’t send any additional info until I called and reminded about myself. But after all docs were sorted 155 form was send whithin a week. Medical took approx 2 weeks. As I know you can switch between EASA members easily and do not require any additional examination, just doc 155 and medical information. You also do not need to work in the state you’re switching to nor live there. The only problem is posed by German LBA as I heard (purely rumors). I have never heard of a sim check requirement and I enquired 4 CAA States, maybe I don’t know enough? Can somebody enlighten me? Decided to stop at the CAA I am employed atm in the end, as colleagues can easily help to adjust to a new docs etc. Otherwise the switch process was the same for all CAAs I enquired. |
Originally Posted by Cygnet720
(Post 10246792)
Just switched mine, I am EU citizen and used to hold U.K. EASA ATPL. Straight forward process, the only problem is the U.K. CAA is in quite some mess atm, took me 2 months and approx 2 hrs on phone in total to get all the docs right as they didn’t send any additional info until I called and reminded about myself. But after all docs were sorted 155 form was send whithin a week. Medical took approx 2 weeks. |
I suggest everyone writes to their MPs. I have and had a response. Not a great response but at least I gave them a poke with a stick. Needs doing.
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Thanks for all the feedback...
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Originally Posted by citabria06g
(Post 10246693)
What is misleading is this frankly ludicrous statement, whoever wrote it should be prosecuted. Apparently it is becoming the norm in the UK to lie in order to further your own agenda, much like the orange buffoon.
Purely cosmetic my ass. Yes licences will be recognised as ICAO licences, just like Namibian or Vietnamese licences, but the privilege to fly an F-reg or a D-reg is gone. The CAA know this and are lying through their teeth. What may be more notable is what the statement doesn't say - but then when did any press release or political statement (EU, UK or anywhere) tell the whole truth? Interestingly, my suspicions have always been that for existing licenses all the CAA can possibly need is a new rubber stamp and the balls to use it, and that appears to be what the CAA are now saying. EASA (in particular) will look pretty stupid if it queries the regulatory competence for a licence that was actually issued under its own competence. New licences may well be a different matter, and tellingly the CAA statement also says nowt about those... |
Actually the full CAA statement clearly states that it is talking about "use on UK-registered aircraft" - and it says absolutely nothing about F or D-reg or any other reg. In fact I am struggling to see anything that is clearly a falsehood in the statement - per Hence why easyJet has blinked first and asked its EU based pilot to change SOLI from UK CAA to Austro Control. |
With UK CAA they validate for aircraft like Crop sprayer best thing to do if you need an FAA Licence is to do the exams while you are in the study mode get a book like Gleims and study do the test and if you do a single Engine ATP that will give you the FAA ATP unrestricted and then if you do a SIM check ride for a twin if employed that gives you the twin rating with Aircraft on licence best way spending money for validations can be expensive also you can email me at [email protected] because there are many scams out there especially Kenya as they dont validate liences and I was nearly caught by that so be careful
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Originally Posted by BONES_
(Post 10247445)
The UK CAA would NOT be able to make any comment about flying a F- or D- or OE- reg aircraft as it would be outside their juristiction. If, and that’s a big if, the UK were not be able to remain within EASA, any EASA UK licence would become automatically a national ICAO compliant one. |
Originally Posted by infrequentflyer789
(Post 10247395)
Actually the full CAA statement clearly states that it is talking about "use on UK-registered aircraft" - and it says absolutely nothing about F or D-reg or any other reg. In fact I am struggling to see anything that is clearly a falsehood in the statement - per my (limited) understanding of the situation.
Over time, this would include removing references to EASA - a purely cosmetic change. Both commercial and private UK pilot licences would remain valid for use on UK-registered aircraft |
And what about EASA-registered aircraft? The CAA knows the answer to this really well, they just avoid the topic as it would spoil their self-righteous press statement. Sorry, I expect better. After we (regrettably) leave the EU and EASA the UK can simply re-print a licence without reference to EASA and carry on, regulating British aircraft, airports, industry and of course pilots as they see fit - provided there is some mechanism in UK Law that allows that. Again, as has been pointed out and regardless of the rights and wrongs of it, EASA would look pretty stupid if they turned around one day and said we non-longer recognise a certificate that was obtained under our rules ‘just because we don’t want to”. |
Ah, now I see where the issue might be! in its Notice to Stakeholders, EASA appears to have a different opinion, saying that such licences "will no longer be valid" However saying [EASA UK issued licences] “will no longer be valid” is actually correct because it means “no longer valid within the EASA regulation framework” for mutual recognition, acceptance of training and all privileges associated with membership. This is what they mean; certainly it is the way the way my workplace and I understand it. Hence why easyJet EU based crews are getting their EASA licence transferred to Austria (flying OE- reg aircraft) and UK based crews keeping their EASA UK issued licences/maybe soon to be National licences (flying G- reg aircraft). Again, as has been pointed out and regardless of the rights and wrongs of it, EASA would look pretty stupid if they turned around one day and said we non-longer recognise a certificate that was obtained under our rules ‘just because we don’t want to”. |
Originally Posted by Duchess_Driver
(Post 10247798)
EASA would look pretty stupid if they turned around one day and said we non-longer recognise a certificate that was obtained under our rules ‘just because we don’t want to”.
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There's some interesting reading here from Baines Simmons.
According to them the government's white paper states the following:
https://www.bainessimmons.com/wp-con...uly-2018-2.pdf |
according to the BBC, http://www.bbc.co.uk/news/uk-politics-45501007 The cabinet is meeting for a three-hour "no deal" planning session and is ready to publish contingency plans for driving licences and passports. |
Originally Posted by FlyingStone
(Post 10248081)
Isn’t this what happened when transition from JAA to EASA was made? JAR licences issued by EASA members were simply converted to EASA ones, while a lot of JAR licence holders issued by countries not in the EASA club were left with a nice ICAO licence. |
Valid as in: legal to operate a UK registered aircraft from the UK to a destination and back (provided the UK and the destination country have an agreement on landing rights). Invalid as in: not legal to operate an EASA registered aircraft. |
The EU ultra federalist have been the first to blink over the Irish boarder problem and when they realise the damage they will do to the aviation sector they will back down........... just how are Airbus going to get an aircraft to fly if EASA decides the wings built in the UK are now no good ? The French & Germans will insist on a pragmatic resolution to this problem simply because of the money involved. |
And this affects our pilots licence how?
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It will affect your licence as if in the worse case scenario all UK ETSOs, EASA Form 1s, type certificates, MRO certifications will become invalid. Also the same applies in Europe to a lesser extend. Many UK maintenance personnel work in European countries and companies and many Europeans work in the UK aviation industry.Nothing will fly on either side of the fence and it won't matter what colour your licence is.
Items 1, 2, and 3 are pertinent reading in the link below: https://ec.europa.eu/transport/sites...ion-safety.pdf |
Originally Posted by Whinging Tinny
(Post 10252397)
It will affect your licence as if in the worse case scenario all UK ETSOs, EASA Form 1s, type certificates, MRO certifications will become invalid. Also the same applies in Europe to a lesser extend. Many UK maintenance personnel work in European countries and companies and many Europeans work in the UK aviation industry.Nothing will fly on either side of the fence and it won't matter what colour your licence is.
Items 1, 2, and 3 are pertinent reading in the link below: https://ec.europa.eu/transport/sites...ion-safety.pdf The majority of maintenance technicians based in the EU are locals, not English. In case of no deal the UK will shoot the EU in a foot while shooting itself in the head. |
Originally Posted by bulldog89
(Post 10252454)
Nothing will fly from/to the UK, not in the whole EU. If the UK's aviation becomes null and void, that affects the whole 'food chain'. Airbus UK, B/E Aerospace, BAE Systems, GE Aviation Systems, Goodrich, Honeywell, Rolls Royce, Zodiac plus a few hundred other companies involved in aviation will be in non compliance of current EASA rules. The majority of maintenance technicians based in the EU are locals, not English. No one ever said they were not, read the statement again. There is more than one country which makes up the United Kingdom. Have you ever actually been on the shop floor of Airbus UK, TLS or HAM to name but one company and seen the multi national work force? In case of no deal the UK will shoot the EU in a foot while shooting itself in the head. If you actually step back, you will see this comes from EASA not the UKCAA, but hey ho.......... |
Originally Posted by Whinging Tinny
(Post 10252970)
There's a bigger aviation world outside the flight deck door.
And, yes, the workforce in the aviation buisness is multi national, and this means anyone can be replaced if necessary. |
Interesting speculations.
To return to the original posters question. As a UK national with a UK issued EASA licence, living permanently in France, flying a D reg sailplane has anyone any actual experience of transferring their UK EASA licence to a French EASA licence? |
Does this mean my old UK CAA FE license will be valid again? EASA removed FE from all their documents just to spite me.
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Originally Posted by BONES_
(Post 10257380)
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