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LSA / UL accident rates, and French microlight license

13 exams for the CPL. One previous thread is here.

That French website looks very old – looking at the refs to JAR, 2003, etc.

Administrator
Shoreham EGKA, United Kingdom

Except I just checked and this isn’t the case any more (since 2014). Is this EASA?

It hasn’t been the case since 1999, the JAA applied the ICAO recommendation for a FI to have CPL level knowledge. The UK got away with this pre JAR by having a pre-entry exam which could be construed to check for CPL level knowledge. The French exam was probably something similar.

Since the acceptance of JAR-FCL and now EASA a pass in either EASA or National CPL exams is required to comply with ICAO Annex 1. No time limit is applied. Because the LAPL is not an ICAO licence, then that knowledge is not required. Any training conducted by an FI without this could be rejected as it is not in compliance with ICAO Annex 1.

The current FI pre course acceptance check, which is based upon the Class Rating Skill Test, serves to allow the FIC Instructor to assess whether or not the candidate is at a level where they could be trained to instruct.

Last Edited by Tumbleweed at 17 Oct 12:42

So why won’t EASA allow a EASA PPL who holds an FI rating to teach for the EASA PPL when they also hold an ICAO CPL. Seems silly that they should not.

The whole CPL TK was to prevent “too much FIs from outside the CPL industry” now that there are few FIs and zero CPL jobs, I think the CPL TK requirement may disappear and get replaced with something lighter or a heavy ATPL TK (even the CPL exams themselves may disapear as no one is doing them today, appart from those who needs them for an FI certificate, one way to make them vanish is by making ATPL TK more attractive)

Last Edited by Ibra at 18 Oct 20:26
Paris/Essex, France/UK, United Kingdom

Ibra wrote:

The whole CPL TK was to prevent “too much FIs from outside the CPL industry”…,

The CPL TK is an ICAO requirement while the actual CPL is not, so I’m not so sure about that line of reasoning.

ESKC (Uppsala/Sundbro), Sweden

The 2018 BEA report local copy shows some interesting statistics for GA aircraft in France (google translated):

That is really surprising and is similar to the UK. Past reports indicated about 40k GA aircraft in France.

There are other interesting stats but the report gets a bit too hard to read via google translate. This curious “anomaly” was pointed out by someone: deaths in certified types are running at around 2x the deaths in ULs (note there are twice as many ULs)

Perhaps a factor is that ULs are all 1- and 2-seaters.

Administrator
Shoreham EGKA, United Kingdom

The number of ultralights in a state of flight being significantly lower

is also a factor clearly.

EGTF, LFTF

I think you might find that the 40k is approximately the number pf PPL’s in France registered as members of the FFA. Remember many aircraft in France are operated within the clubs. What is interesting in the figures is that is does not break out the figures for orphans, experimental, home built, collection aircraft, of which, on small airfields, tend to outnumber certified aircraft by about 4 to 1.

France

If it is 4:1, they must have included them somewhere, but where?

Possibly the report is only for F-reg. The BEA or the DGAC probably doesn’t have any numbers for N-reg, PH-reg, etc.

Administrator
Shoreham EGKA, United Kingdom
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