Flying to Southern Ireland - EASA PPL/LAPL

[Peter Gorman]

The following clarification about flying in Ireland with an EASA Part-FCL licence has been posted in the ILAS website:

"[Following a meeting yesterday] a number of important points have now been definitively clarified and confirmed in relation to flying our Annex II ILAS aircraft. An IAA bulletin to this effect is scheduled to be approved next week and published in the near future, along with clarifications on the IAA website and assurances to visiting pilots.

1. An EASA Part-FCL PPL issued in Ireland may be used in Ireland to fly an Annex II aircraft registered in Ireland, subject to appropriate class rating e.g. single piston engine land etc.

2. An EASA Part-FCL PPL issued in Ireland may be used in Ireland to fly an Annex II aircraft registered in another state, for private use as long as the licence is valid for this purpose according to the state of registry.

3. An EASA Part-FCL PPL issued in another state may be used now in Ireland to fly an Annex II aircraft registered in Ireland, for private use.

4. An EASA Part-FCL PPL issued in another state may be used now in Ireland to fly an Annex II aircraft registered in another state, for private use as long as the licence is valid for this purpose according to the state of registry.

5. The LAPL may be used in Annex II aircraft in Ireland on the same basis as an EASA Part-FCL PPL as described in 1 – 4 above, restricted only by the scope of rights attaching to the LAPL. While the LAPL will not be available for issue in Ireland until 2015, LAPLs issued elsewhere are acceptable now.

6. Hours flown in Annex II aircraft with appropriate characteristics will count towards training, maintaining, renewing of EASA Part-FCL licences, and possibly can be used for flight tests. However definitive answers from EASA as to what is acceptable, for example whether one could train exclusively on non-EASA types, is awaited. Our permits do not currently allow formal training - this may change, initially for factory-built classic/vintage aircraft. It is accepted that there is a safety case to be made for formal training to be available in the full range of Annex II types.

7. Although not currently of relevance under our “day VFR” permit conditions, the IAA is actively opposed to the current EASA proposals for the En-route Instrument Rating, on safety grounds and the IAA doubts that it will get through the European Commission/Parliament approval process."

[John Dean]

the IAA is actively opposed to the current EASA proposals for the En-route Instrument Rating, on safety grounds and the IAA doubts that it will get through the European Commission/Parliament approval process."

That will upset a lot of people if it doesn't get approval!

[Chris Martyr]

Yes, I thought that last little bit of Peters posting might just rattle a few cages.
However, I do see the IAAs logic in opposing this NPA, being as the proposed En-Route Instrument Rating [ EIR ] will allow flight under IFR in IMC , but must commence and conclude in VMC under VFR rules . Blimey, you've got to be a bit good to plan for that haven't you !
John says that this may upset alot of people . I don't think it'll upset any Full IR pilots who fly under IFR flight plans though .

[Brian Hope]

What we don't want to lose is the new EU I/R aimed specifically at GA pilots. For years we have bemoaned the fact that the UK I/R is over complex and expensive compared to the US system and now we have a chance of bringing in an EU wide rating that has the potential to greatly increase the number of PPLs who gain an I/R. Personally I am not interested in an I/R, but I can see the merit in having one that is attainable and affordable; yes the en route does appear to have some failings, I just hope we don't end up throwing the baby out with the bathwater.