Sir - In his letter "Why make changes to UK licensing?" (Flight International, 20-26 November, 1996, P74), M M Jenkins makes points about the European Joint Aviation Requirements for flightcrew licensing (JAR-FCL).
JAR-FCL for pilots was formally adopted by the Joint Aviation Authorities (JAA) on 8 October, 1996, with an implementation date of 1 July, 1999. The UK is committed to implement JAR-FCL (and any other adopted JAR) irrespective of the European Union (EU) position. This would entail changes to the Air Navigation Order, as would implementation under an EU Directive.
Whether the EU chooses to use the Regulation or a Directive, the UK would still be legally required to introduce the JAR. The legal complexities would be eased if the EU chooses to annex JAR-FCL to EC Regulation No 3922, on the harmonisation of technical standards in aviation. JAR-FCL would then automatically have the force of law in the UK as part of an EC regulation.
Wherever possible, our policy is to align current UK flightcrew-licensing requirements with JAR-FCL ahead of implementation. In view of the major changes which it calls for in training, testing and licensing, we see this approach as preferable to attempting a "big-bang" change-over in 1999. We have made few changes and the effect has been to ease existing requirements.
All other JAA member states face the same task in changing their national licensing systems to accord with JAR-FCL and are actively engaged in the implementation process. I am afraid that Mr Jenkins' proposal to put these changes on indefinite hold is simply not feasible.
DES PAYTON
Head of flightcrew licensing
Safety Regulation Group
Civil Aviation Authority
London, UK
Sir - I am grateful for Thomas Fakoussa's response (Letters, Flight International, 11-17 December, P45) to my letter "Time to act on pilot training" (Flight International, 27 November-3 December, P49). He is making an inappropriate comparison, however.
The operation of any military aircraft is different from that of airliners. My letter was not prompted by situations in which pilots had mishandled emergencies, as such, but rather where inappropriate pilot action had induced or exaggerated problems because of implied weaknesses in their training.
I was not arguing for more hours per se, but rather that training be useful and appropriate. In the case of the UK Civil Aviation Authority and that of the Joint Aviation Authorities, a study of stress is a mandatory part of the airline-pilot training syllabus.
Capt S J GREEN
Chief instructor
British Aerospace
Flight Training (UK)
Prestwick, Ayrshire, Scotland
Source: Flight International
