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The Transition to the EASA Aircrew Regulation Ray Elgy UK Civil Aviation Authority , Licensing & Training Standards BBGA: March 2013. Content. Context – Volumes of UK licensing activity The task: issue new licences, medicals and organisation approvals
TheTransition to the EASA Aircrew Regulation Ray ElgyUKCivil Aviation Authority, Licensing & Training StandardsBBGA: March 2013
The EASA Aircrew Regulation - setting out the main rules;
Annex I - Part-FCL – Replaces JAR-FCL 1 & 2
Annex II - Conversion of European non-JAR Licences
Annex III - Validation/Conversion of 3rd country licences
Annex IV - Part-MED - Replaces JAR-FCL 3
Annex V - Part - CC - Requirements for Cabin Crew
Annex VI - Part-ARA - National Aviation Authorities.
Annex VII - Part-ORA - Organisations.
~8,000 new Licences
>60,000 Telephone calls
>10,000 E-mails plus ~10,000 Letters/Faxes (Licensing)
~15,000 Licence/Operator Proficiency Checks
~100 Foreign Licence Validations
~35,000 Theory Examinations
~2,500 Flight Examinations
~250 annual audits of approved companies,
~300 FSTD Qualification certificates
~400 FSTD User Approvals
The CAA Transition Project was formally launched in March 2011 (But much preparatory work done beforehand)
The Aircrew Regulation became effective on 8th April 2012.
Derogation/Opt Out of Annexes for up to 12 months:
Amendment 1 the Aircrew Regulation allowed Member States the flexibility to opt out of individual Annexes until dates of their choosing between 8th April 2012 and 7th April 2013. However, the end dates for conversion of national licences remain fixed.
The CAA determined that the date of applicability of all of the Annexes in the UK would be 17th September 2012.
To fly EASA aircraft:
As far as is practicable, the privileges of national licences should be the same as the EASA equivalents where these exist (except that they will not be valid for EASA aircraft).For ratings on national licences that are the same as EASA ratings, EASA rules will apply in their entirety.
- Microlights.- Light Gyroplanes.- Amateur-built aircraft.- Ex-military Aircraft, (and replicas of these)*.- Vintage/Historic aircraft (designed before 1955).- Complex Historic aircraft (and replicas of these)*.- Research / scientific aircraft.- Light gliders, including foot-launched- UAVs with an operating mass of less than 150kg- Any aircraft under 70 kg without pilot.- Plus - State Aircraft (including military, Police, SAR)These aircraft remain under national rules, (except those marked * when used for Commercial Air Transport).
Use of EASA licences for Annex II and State aircraft.The UK CAA and Dept for Transport amended UK law so that EASA licences with Class ratings are valid for non-EASA aircraft within the same Class ratings – (avoiding the necessity to hold a national licence with SEP as well in order to fly an Annex II machines such as an Auster, Tigermoth, or homebuilt aeroplane). Pilots with EASA licences are able to fly EASA aircraft and most non-EASA aeroplanes (subject to class and type ratings).
Pilots with ratings for non-EASA aircraft.Issues arise where existing holders of JAR and national licences have ratings that are not included in Part-FCL, such as a type rating for a non-EASA aircraft. There is no provision in Part-FCL or Part-ARA to include national ratings on EASA licences. To allow the flexibility to address such cases the CAA has re-introduced the UK PPL, UK CPL, and UK ATPL, alongside the NPPL(A), but valid for non-EASA aircraft only. This provides for an ICAO licence to be issued to EASA licence holders as necessary to provide UK national ratings; (not valid for EASA aircraft). There will also be an NPPL(H) to cater for pilots who obtain a LAPL(H) and then a rating for an Annex II helicopter.
CAA Information on licensing and EASA:See CAA website where EASA licensing information may be found–