The Transition to the EASA Aircrew Regulation Ray

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 - conversion of existing licences and approvals; and - consolidation of the remaining national licences, • • medicals, and approvals into a coherent and manageable system. What the programme involved Our Approach and key decisions What went well What we could have done better, and where we still need to improve Slide 2

EASA “Aircrew” Regulation (regulation 1178/2011) comprises: 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 3 rd 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.

Licensing & Medical Context v ~18, 000 active professional pilots (Class 1 Medicals) v ~30, 000 active private pilots (Class 2 Medicals or Medical v v Declarations. ~2, 000 active air traffic control officers (Class 3 Medicals) ~400 Registered Flight Training Facilities ~200 Approved Flight Training Organisations 91 Approved Type Rating Training Organisations Slide 4

Licensing & Medical Volumes Annually… Licensing v ~8, 000 new Licences v ~13, 000 Ratings v >60, 000 Telephone calls v >10, 000 E-mails plus ~10, 000 Letters/Faxes (Licensing) v ~15, 000 Licence/Operator Proficiency Checks v ~100 Foreign Licence Validations v ~35, 000 Theory Examinations v ~2, 500 Flight Examinations v ~250 annual audits of approved companies, v ~300 FSTD Qualification certificates v ~400 FSTD User Approvals Medical v Correspondence ~10, 000 v ~33, 000 Telephone calls v Clinic Initial Class 1 ~2, 000 applicants v Reviews/investigations ~1, 700 v Support of AMEs (263) and, v AME On - Line Slide 5

Timetable The CAA Transition Project was formally launched in March 2011 (But much preparatory work done beforehand) The Aircrew Regulation became effective on 8 th 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 8 th April 2012 and 7 th April 2013. However, the end dates for conversion of national licences remain fixed. Key Decision The CAA determined that the date of applicability of all of the Annexes in the UK would be 17 th September 2012.

Timetable Other Derogations/Opt Outs - The CAA invoked the 3 year opt-out for the mandatory requirement to hold the new EASA licences and ratings that have no JAR equivalent – Light Aircraft Pilots licence (Aeroplane / Helicopter / Sailplane / Balloon), and SPL(Sailplane), BPL(Balloon); Aerobatic, Towing, Mountain and Flight Test Rating. - The CAA invoked the permitted deferment of application of validation requirements for private flights until April 2014. - The CAA is taking the permitted period of 2 years to convert national licences (being used for purposes outside the LAPL privileges).

Licence Conversion Deadlines To fly EASA aircraft: Aircraft and Operation Pilot must have an EASA licence by: Aeroplanes and helicopters used for commercial purposes. 8 th April 2014 Aeroplanes and helicopters outside 8 th April 2014 scope of LAPL used for any purpose. Aeroplanes and helicopters within 8 th April 2015 the scope of the LAPL and used for non-commercial purposes. Balloons, Airships and Sailplanes. 8 th April 2015 Aerobatic rating Towing rating (Banner or Glider) Mountain rating Flight Test rating 8 th April 2015

There are three distinct areas of work for the CAA: - to be ready to issue new licences, medicals and organisation approvals in accordance with EASA rules Parts FCL, MED, ORA, and ARA; - conversion of existing licences and approvals into appropriate EASA equivalents; and - consolidation of the remaining national licences, medicals, and approvals into a coherent and manageable system.

Rationalisation of the national rules and legacy licences. Key Decision. 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.

EU rules apply to all aircraft (wherever registered) except: - 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 150 kg - 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).

EASA aircraft and National aircraft 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).

EASA aircraft and national aircraft 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.

The Scale of the Task: What The Project Involved……. • Over 17 man-years of effort expended in 18 Months. • Over 270 Individual Work Specifications • Over 70 application forms created/updated • Over 30 Standards Documents (Guidance Material) revised • 5 Project Teams; • Licensing Implementation Change Team (ICT) • Medical ICT • IT ICT • Engineer Licensing ICT • Readiness & Practical considerations group

The Project involved……. . • 2 break-out projects identified, to take forward the Webinar delivery of Training and forthcoming Engineer Licensing changes • AME Seminars delivered by Medical Department • Numerous presentations to Industry • CAP 804 published • Numerous updates to website content • “Quick-Guide to EASA-FCL Changes” • Podcast on the changes (Over 4, 500 downloads) • Quick-guides for the introduction of the LAPL • Webinar delivery of non-UK examiner briefings on-line

And also involved……. • Changes to our main Licensing IT system , which included; • 77500 lines of reference data - Each line has many values. • Over 1500 individual tests run during UAT • Non-stop implementation from 17: 00 Wednesday 12 th to late afternoon Sunday 16 th September • Creation of a solution to allow LAPL Medical assessments to be recorded • Creation of an online Fee Calculator – to illustrate how the scheme of charges applies to applications, including conversion fees etc

What went well. • Engagement with, and support from EASA • Close liaison with, and support of Industry: • Airlines • Approved Training Organisations • Ground Instructors • Representative bodies • Project Management • Communications plan • Use of a single page on our website to which industry were directed throughout the project: www. caa. co. uk/eupilotlicensing

What could have been done better. . . • Ensuring all activities were assigned to an accountable manager (We missed the application forms!) • We took on extra staff, but we still needed more resources. • We under-estimated the amount of changes in the licensing assessment process, and the time taken to process applications. This increased the turn-round times – now back within published targets.

Where we still need to improve… • Our response times on ATO applications and queries. • You can help us by : Flagging which applications are “Business Critical” items so we can prioritise these; and, Amending your Procedures to take advantage of the “Privileges” of your Approval so that you manage more of the changes to your business without needing CAA prior agreement. • Ensuring that we avoid “Gold-Plating” EASA rules.

CAA Information on licensing and EASA: See CAA website where EASA licensing information may be found– www. caa. co. uk/eupilotlicensing The CAA has published a number of documents such as; • A “Quick Guide” to the changes. • “European Legislation – The expected effects on the licensing of pilots in the UK” • Frequently Asked Questions Thank you for your attention.