Ibra wrote:
However, we agree using “PBN ticket” to smash a pilots with 7 TK exams is out of proportion, probably illegal interpretation of EU laws?
Absolutely! Demanding PBN training (which does not need an exam with the CAA but is handled by an ATO) or proof of PBN experience is reasonable, but demanding a full retake of all exams using PBN as motivation is just crazy.
I do get why Europe wants to become less tolerant of third country (US, UK etc…) licenses being valid in the Union.
For the last 10-15 years it’s been mainly an anti-American thing (according to insiders, lots of other stuff got chucked into a big US-Brussels negotiating bucket; GA was just a very small part of it*), plus European FTO pressure for revenue protection, and revenue generation via anticipated IR conversions.
The FTO angle was always miniscule; the “private IR” community in Europe is a tiny fraction of the numbers passing through the FTO sausage machine, popping out at the far end with 14 exam passes and a CPL/IR.
* Followers of this scene will remember that worse stuff was avoided e.g. the careful EASA classification of the King Air as “complex”, protecting the EU manufacturers (TBM, PC12).
The conversion routes are set out by EASA, and are the carrot going with the stick of not being able to use these licences directly.
The examiner is supposed to verify that the conversion candidate has a sufficient level of theoretical knowledge. As part of their remit the Irish CAA can probably prescribe that PBN theory has to be included in that, but nothing more.
The irony is that an FAA pilot who has flown 50 hours in the US is likely to have much more knowledge and experience in GPS approaches than the typical European examiner had before it became mandatory in Europe
Absolutely! Demanding PBN training (which does not need an exam with the CAA but is handled by an ATO) or proof of PBN experience is reasonable, but demanding a full retake of all exams using PBN as motivation is just crazy.
Indeed, I don’t recall going from EASA IR/CONV to EASA IR/PBN for every single IAA licence holder had required to pass the new set of exams for CBIR, IR, ATPL TK
Not sure if they could have just restricted that issued of an IR after ICAO/FCL conversion to conventional approaches? then let pilot get an ATO signature on latter stage? of course all EASA IR now need to be PBN but the IAA don’t have to follow that EU rule, after all they are making their own rules, so they could “tailor a good one” !
A dose of reality.
How many N-reg GA planes are based in Ireland, and flying IFR?
The IAA probably has more people “regulating” this than there are pilots being regulated.
How many N-reg GA planes are based in Ireland, and flying IFR?
Not likely what it’s about…how many CAA IR holders are looking to get an IAA IR now? a lot: billions…but for someone who passed CAA IR/ATPL, doing EASA IR/ATPL is not difficult 
The handful N-reg flyers in Ireland are probably a small collateral damage…
I don’t understand the above.
You can’t add an Irish IR to a UK license.
for someone who passed CAA IR/ATPL, doing EASA IR/ATPL is not difficult
The pilot has to sit all 13 “ATPL” exams again.
People who hold CAA CPL+IR and looking to get an IAA licence CPL+IR to work for RyanAir…
You can’t add an Irish IR to a UK license.
You can’t add an Irish IR to FAA licence neither
If you are UK based and looking for a job in the EU, then you will have probably done a SOLI before 31 Dec 2020. If you are more recent, there are interesting conversion routes opening up in the eastern parts of Europe.
I don’t see how this relates to obtaining a Euro IR via the CB IR conversion route!
The PBN is something you would normally do with the ATO when doing an IR, CBIR, or conversion. It is hardly onerous and is useful knowledge as more glass enters the cockpit.
The only other 2 subjects that one would need to brush up on, whether converting from an FAA licence or a UK licence (particularly as they go their own way) would be Communications and Air Law. These are the same subjects that EU licence holders need to prove knowledge of, if applying for an FAA licence.
It is my understanding that EASA and the FAA are in regular discussion about bringing their regulations closer together, at least in GA. IIUC this is part of the “roadmap”. But sometimes the wheels of bureaucracy turn too slowly for many.
I don’t think there is at present any significant discussion with the UK CAA as it is still trying to find its own way.
