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Moving G-reg to EASA-reg (and flying G-reg on EASA papers post-brexit)

I think a bigger issue is with having a UK issued EASA pilot licence and flying a non G-reg aircraft. This is the situation in my case as I fly Portuguese registered aircrafts. Post no deal brexit I might not be able to do so, if I read this correctly.

Pilots wishing to operate an aircraft registered in the EASA system must hold an appropriate licence issued, or validated, in an EASA state. Before exit day, holders of UK-issued Part-FCL licences are able to transfer it to another EASA state if they wish to operate aircraft registered in the EASA system. Pilots should check with their employer if this is likely to be necessary, and guidance on transferring licences is available from the CAA.

But don’t you have to be resident to transfer a pilot licence to that state?

I am reluctant to convert my licence to a Portuguese one not only because it costs money, but also because I don’t want to deal with bureaucracy over here. Anyone know what are the airlines doing for this? I’m assuming Ryan air and Easy jet would have a big number of UK licenced pilots. But maybe this needs to go on another thread… I’ll let Peter decide

By all means do start a new thread on what airline pilots might do about this, but it may be getting too specialised. My feeling is that there are so many of them that – just to preserve airline operations all over Europe – some sort of immediate deal will be inevitable. Otherwise, they would need to get validations from whatever State of Registry the aircraft is on. So if e.g. Easyjet moved their planes to a German registry, those UK pilots would need to get their UK CPL/IRs and UK ATPLs (all formerly EASA compliant) validated by the German CAA into German EASA licenses (or any other EASA State CAA would do equally). This stuff has been explored before over the years, with e.g. UK airline pilots going to work for some airline in Hong Kong, or vice versa. There is a lot of international pilot movement; Europe is just a very tiny spot on the globe

Administrator
Shoreham EGKA, United Kingdom

airways wrote:

A guy like me (Belgian EASA license) might have a problem flying with a G-reg from the first of april. Worst case scenario I might need a UK license to do this and there is no way of knowing (at this point) whether there will be a piggyback-like solution or not. I think the biggest trouble are for G-reg flyers with a non-UK delivered pilot license.

See https://www.gov.uk/government/publications/aviation-safety-if-theres-no-brexit-deal/aviation-safety-if-theres-no-brexit-deal

The UK CAA says that in the case of a no-deal brexit, they’ll accept existing EASA licences and ratings for at least 2 years; the ICAO framework requires that they validate the licence for operation outside the UK (+ associated territories?), but they could go the automatic validation route that Peter says they had before EASA killed it?

ELLX

geekyflyer wrote:

But don’t you have to be resident to transfer a pilot licence to that state?

Past forum discussion says you don’t, and that you can transfer to any EASA member state of your choice, the real restriction is only one licence at a time. When you transfer your licence, you transfer the medical records, too. Some EASA member states will be more convenient than others, in the transfer procedure and/or in life after that. A particular point of note is the procedure for foreign examiners to revalidate your ratings, which is all listed in the EASA examiner differences document

ELLX

geekyflyer wrote:

But don’t you have to be resident to transfer a pilot licence to that state?

Not generally at least. Some Swedish PPLs have transfered their licenses to other EASA countries because of lower NAA fees.

Last Edited by Airborne_Again at 25 Sep 05:44
ESKC (Uppsala/Sundbro), Sweden

geekyflyer wrote: But don’t you have to be resident to transfer a pilot licence to that state? Past forum discussion says you don’t, and that you can transfer to any EASA member state of your choice, the real restriction is only one licence at a time. When you transfer your licence, you transfer the medical records, too. Some EASA member states will be more convenient than others, in the transfer procedure and/or in life after that. A particular point of note is the procedure for foreign examiners to revalidate your ratings, which is all listed in the EASA examiner differences document

I just did that exercise a SOLI from UK to Belgium it took 7 months and 350 euro for a PPL, lots of administration legalization, scanning and telephone calls. The re validation issues on my UK EASA PPL that only could be done by UK examiner were the trigger in my case. I am longing back to the days of the JAA….life was simpler and less costly!

Last Edited by Vref at 25 Sep 07:15
EBST

Surely a UK EASA PPL can be revalidated by any EASA examiner?

Administrator
Shoreham EGKA, United Kingdom

Revalidation by experience is only allowed to be signed off by a UK examiner in case you have a UK EASA licence. This means going to the UK …or find one abroad! I was struggling with this the last two years. If this was not the case I gladly would have stayed with the UK CAA. Lucky I have FAA papers also otherwise I would have been grounded due to be in nomensland for a while.

Last Edited by Vref at 25 Sep 10:48
EBST

I said it long ago and I say it again:
There will be no Brexit. And the signs are clearer than ever now.

Safe landings !
EDLN, Germany

Vref wrote:

I am longing back to the days of the JAA….life was simpler and less costly!

I am assuming the blame goes beyond what you get from combining increase of complexity from 2nd law of thermodynamics and increase of prices due to inflation?

Paris/Essex, France/UK, United Kingdom
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