Difference between revisions of "The Aircrew Regulation under EASA"

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The European Commission Regulation (EU) No. 1178/2011 (the "Aircrew Regulation") is binding and directly applicable in all EASA Member States since 8 April 2012.  
 
The European Commission Regulation (EU) No. 1178/2011 (the "Aircrew Regulation") is binding and directly applicable in all EASA Member States since 8 April 2012.  
  
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The regulation includes several annexes, of which Part-FCL (Flight Crew Licensing, Annex I) and Part-MED (Medical Certification, Annex IV) are the most important ones for pilots.<ref>The other annexes are concerned with the cabin crew in Part-CC (Annex V), the aircrew requirements for the National Aviation Authorities - e.g. the UK Civil Aviation Authority (CAA) for the United Kingdom or the German Luftfahrtbundesamt (LBA) for Germany - in Part-ARA (Annex VI), the aircrew requirements for organizations - such as aeromedical centres and training organizations - in Part-ORA (Annex VII) and requirements for Declared Training Organizations in Part-DTO (Annex VIII).  
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The regulation includes several annexes, of which Part-FCL (Flight Crew Licensing, Annex I) and Part-MED (Medical Certification, Annex IV) are the most important ones for pilots.<ref group="nb">The other annexes are concerned with the cabin crew in Part-CC (Annex V), the aircrew requirements for the National Aviation Authorities - e.g. the UK Civil Aviation Authority (CAA) for the United Kingdom or the German Luftfahrtbundesamt (LBA) for Germany - in Part-ARA (Annex VI), the aircrew requirements for organizations - such as aeromedical centres and training organizations - in Part-ORA (Annex VII) and requirements for Declared Training Organizations in Part-DTO (Annex VIII).<br />
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Conversion requirements for (existing) national licenses of Member States are regulated by Annex II; and the acceptance of those from third countries (under which the UK falls after a "No Deal"-Brexit) are regulated by Annex III.  
 
Conversion requirements for (existing) national licenses of Member States are regulated by Annex II; and the acceptance of those from third countries (under which the UK falls after a "No Deal"-Brexit) are regulated by Annex III.  
 
</ref> In order to act as a pilot-in-command of an "EASA aircraft" as specified in the Regulation, it is a regulated requirement to hold a pilot license according to Part-FCL, in principle. However, due to the burdensome requirements for organizations - such as gliding clubs - for training towards such a pilot licence (non-commercial), Part-DTO (Annex VIII) was introduced by Commission Regulation (EU) 2018/1119<ref name="cr-2018-1119">[https://www.easa.europa.eu/document-library/regulations/commission-regulation-eu-20181119 Commission Regulation (EU) 2018/1119]</ref> of 31 July 2018 to promote more flexibility within General Aviation.
 
</ref> In order to act as a pilot-in-command of an "EASA aircraft" as specified in the Regulation, it is a regulated requirement to hold a pilot license according to Part-FCL, in principle. However, due to the burdensome requirements for organizations - such as gliding clubs - for training towards such a pilot licence (non-commercial), Part-DTO (Annex VIII) was introduced by Commission Regulation (EU) 2018/1119<ref name="cr-2018-1119">[https://www.easa.europa.eu/document-library/regulations/commission-regulation-eu-20181119 Commission Regulation (EU) 2018/1119]</ref> of 31 July 2018 to promote more flexibility within General Aviation.
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Hence, currently, there is still no requirement to hold a (Part-FCL compliant) pilot license while flying a sailplane in the UK, yet. In fact, there is no legal requirement in the UK, at all, to hold a license as a glider pilot for non-commercial operations.
 
Hence, currently, there is still no requirement to hold a (Part-FCL compliant) pilot license while flying a sailplane in the UK, yet. In fact, there is no legal requirement in the UK, at all, to hold a license as a glider pilot for non-commercial operations.
  
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= Changes in EASA Sailplane Licensing: Part-SFCL (possibly from April 2020) =
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== Changes in EASA Sailplane Licensing: Part-SFCL (possibly from April 2020) ==
  
 
<ref>[https://www.easa.europa.eu/document-library/opinions/opinion-no-012019-b Opinion No 01/2019 (A) & (B)]</ref>
 
<ref>[https://www.easa.europa.eu/document-library/opinions/opinion-no-012019-b Opinion No 01/2019 (A) & (B)]</ref>
  
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= LAPL(S)/SPL License (as of up until March 2020) =
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== LAPL(S)/SPL License (as of up until March 2020) ==
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= Medical =
 
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== EASA Requirements ==
 
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COMMISSION REGULATION (EU) No 1178/2011 requires in Part-MED, Section 2 ("Requirements for medical certificates"):
 
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"MED.A.030    Medical certificates
 
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(a) A student pilot shall not fly solo unless that student pilot holds a medical certificate, as required for the relevant licence.
 
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(b) Applicants for and holders of a light aircraft pilot licence (LAPL) shall hold at least an LAPL medical certificate.
 
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(c) Applicants for and holders of a private pilot licence (PPL), a sailplane pilot licence (SPL), or a balloon pilot licence (BPL) shall hold at least a Class 2 medical certificate.
 
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(d) Applicants for and holders of an SPL or a BPL involved in commercial sailplane or balloon flights shall hold at least a Class 2 medical certificate.
 
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[...]
 
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(h) A licence holder shall not at any time hold more than one medical certificate issued in accordance with this Part."
 
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Though, it has to be taken into consideration that most BGA training in the UK currently is formally NOT (directly) towards an EASA Part-FCL license (SPL or LAPL(S)). The grant of such a license does not fall under the (immediate) purposes of BGA gliding training - and in the UK, hence, BGA gliding student pilots are not considered as applicants to an EASA Part-FCL license. Nonetheless, upon conversion to an EASA Part-FCL license, MED.A.030 does apply to the license holder indeed - and a valid and relevant EASA Part-MED medical is then also required to be held.
 
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=== LAPL Medical ===
 
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The LAPL Medical is required for a Light Aircraft Pilot License - such as a LAPL(A) for aeroplanes, a LAPL(H) for helicopters, a LAPL(B) for baloons or a LAPL(S) for sailplanes.
 
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It can be issued by the GP. As a guideline for its cost, it can be issued for £60 (e.g. at Lensfield Medical Practice).<ref>Are there possibly cheaper LAPL Medicals with other GPs?</ref>
 
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Its validity period is 60 months until the license holder reaches the age of 40 (or 24 months if the license holder has already reached the of 40).
 
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This Medical has sub-ICAO standards; but the idea of the LAPL Medical is - without compromise to EASA aviation saftey standards - to foster General Aviation by also allowing people to fly accross the European Union (and the EEA) who would otherwise not be able to meet ICAO medical standards.
 
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[Requirements, Medical Examination]
 
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=== Class 2 Medical ===
 
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The Class 2 Medical is required for the PPL, BPL and SPL licenses - which are issued to ICAO standards.
 
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It can be issued by the GP. As a guideline for its cost, it can be issued for £60 (e.g. at Lensfield Medical Practice).[5]
 
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Its validity period is 60 months until the license holder reaches the age of 40 (or 24 months if the license holder has already reached the of 40).
 
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[Validity Period?]
 
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[Requirements, Medical Examination]
 
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=== Class 1 Medical ===
 
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[Cost of Class 2 Medical?]
 
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[Validity Period?]
 
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[Requirements, Medical Examination]
 
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== National Requirements ==
 
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The particular national circumstances also have to be taken into consideration:
 
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On the one hand, Part-MED - insofar applicable - only stipulates the minimum medical requirements within the EEA. Member States principally might impose even more confined restrictions, though. For example, in Germany, LuftPersV § 16<ref>https://www.gesetze-im-internet.de/luftpersv/__16.html</ref> paragraph (2) no 2 makes it necessary to hold the Part-MED Medical even at the beginning of the flight training (also for sailplanes/gliders) - even though MED.A.030 (a) only makes it a requirement to hold a medical for the first solo flight. So, all flights within Germany - before such a medical is held - can only be passenger flights. Consequently, to not be caught off guard, the relevant national requirements should be reviewed before flight training in another country is planned and conducted.
 
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Due to UK CAA General Exemption E 4825, on the other hand, up until April 2020 no Part-FCL license needs to be held to fly sailplanes. Respectively, no training towards a Part-FCL for flying gliders is necessary - which renders Part-MED not applicable for all BGA training whose (immediate, direct) purpose is not the grant of a Part-FCL license. [National Regulations? probably not for gliders in the UK... have to look into ANO.] Though, nonetheless, for flying within BGA clubs, obviously BGA requirements needs to be adhered to, too. 
 
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=== BGA Medical Requirements in the UK ===
 
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Generally, for BGA dual instruction flights, there are no specific medical certificates the glider pilot student is required to hold. Often club membership application forms ask to make a declaration on the medical conditions, though.
 
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Then, for the first (and subsequent) solo flights - as well as for mutual flights, i.e. flights together with another qualified pilot, the BGA accepts the following documents to show the necessary medical fitness  (as of March 2019):
 
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* EASA Part-MED Medical of LAPL standard (not ICAO-compliant)
 
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* EASA Part-MED Medical of Class 2 or Class 1 standard (ICAO-compliant)
 
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* third country ICAO-compliant medical certificate (subject to general recognition by UK CAA)
 
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as well as (as of March 2019):
 
  
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* '''driving licence issued by an EU nation (or UK crown-dependencies)'''
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== Medical ==
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* valid BGA Medical Declaration to DVLA Group 2 standard endorsed by GP
 
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* '''valid NPPL Medical endorsed by GP (restricted / unrestricted)'''
 
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* UK CAA Pilot Medical Declaration
 
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* '''if under the age of 25: self-declaration to DVLA Group 1 standard - held by the club'''
 
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* if temporarily resident in the UK only: non-EU medical certificate (not ICAO-compliant)
 
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* (Air Cadet gliding medical certificate or NATO military aircrew employment standard)
 
  
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: ''See also: [[Medical]]''
  
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Currently, the bold options are the most commonly used evidences accepted for gliding within BGA clubs. Below the age of 25, a self-declaration simply suffices. From the age of 25, people usually hold a UK/EU driving license. Otherwise, the least complicated option is probably to visit and ask their GP for the NPPL Medical.
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== Footnotes ==
  
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Qualified pilots who exercise their Part-FCL licence privileges necessarily have to hold the relevant and valid EASA Part-MED Medical for the privileges in question.
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<references group="nb" />
  
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= Footnotes =
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== References ==
  
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<references/>
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<references />
  
 
[[Category:Theory]]
 
[[Category:Theory]]
 
[[Category:Licencing]]
 
[[Category:Licencing]]

Latest revision as of 12:50, 11 March 2019

The European Commission Regulation (EU) No. 1178/2011 (the "Aircrew Regulation") is binding and directly applicable in all EASA Member States since 8 April 2012.

The regulation includes several annexes, of which Part-FCL (Flight Crew Licensing, Annex I) and Part-MED (Medical Certification, Annex IV) are the most important ones for pilots.[nb 1] In order to act as a pilot-in-command of an "EASA aircraft" as specified in the Regulation, it is a regulated requirement to hold a pilot license according to Part-FCL, in principle. However, due to the burdensome requirements for organizations - such as gliding clubs - for training towards such a pilot licence (non-commercial), Part-DTO (Annex VIII) was introduced by Commission Regulation (EU) 2018/1119[1] of 31 July 2018 to promote more flexibility within General Aviation.

Nonetheless, each Member State was given by legislation (by the Commission Regulation itself) the possibility, through a derogation, to not apply among others:

  • Annexes I to IV until 8 April 2013
  • provisions of Annex I related to powered-lift aircraft and airships until 8 April 2015
  • provisions of Annex I related to sailplanes and balloons until 8 April 2018 / 8 April 2020 (extended by Regulation (EU) 2018/1119[1])

For glider pilots, the last itemized permitted derogation is probably the most relevant one; indeed, the United Kingdom is referring to this possibility: The UK CAA has filed such an exemption for pilots of sailplanes and balloons from Part-FCL licensing requirements in the United Kingdom - while gliding clubs (or the British Gliding Association in the UK) use the time to set themselves up as DTOs to offer EASA-compliant training courses towards the LAPL(S) license or the SPL license (UK CAA General Exemption E 4825).[2]

Hence, currently, there is still no requirement to hold a (Part-FCL compliant) pilot license while flying a sailplane in the UK, yet. In fact, there is no legal requirement in the UK, at all, to hold a license as a glider pilot for non-commercial operations.

Changes in EASA Sailplane Licensing: Part-SFCL (possibly from April 2020)

[3]

LAPL(S)/SPL License (as of up until March 2020)

Medical

See also: Medical

Footnotes

  1. ↑ The other annexes are concerned with the cabin crew in Part-CC (Annex V), the aircrew requirements for the National Aviation Authorities - e.g. the UK Civil Aviation Authority (CAA) for the United Kingdom or the German Luftfahrtbundesamt (LBA) for Germany - in Part-ARA (Annex VI), the aircrew requirements for organizations - such as aeromedical centres and training organizations - in Part-ORA (Annex VII) and requirements for Declared Training Organizations in Part-DTO (Annex VIII).
    Conversion requirements for (existing) national licenses of Member States are regulated by Annex II; and the acceptance of those from third countries (under which the UK falls after a "No Deal"-Brexit) are regulated by Annex III.

References

  1. ↑ 1.0 1.1 Commission Regulation (EU) 2018/1119
  2. ↑ General Exemption E 4825: Requirement to Hold a Part-FCL Pilot’s Licence to Operate a UK Registered Balloon, Sailplane or Powered Sailplane with an EASA Certificate of Airworthiness
  3. ↑ Opinion No 01/2019 (A) & (B)
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