Back to Europe

Before I left for the African adventure the system here in Hungary was governed by ICAO, providing a more or less well functioning aviation scene. Then came the JAA, Hungary was accepted, and I was lucky enough to be home for a couple of months to quickly convert my licence. Then back in the bush. And then the whole Europe became EASA-land, the aviation world became dictated by - seemingly - outsider bureaucrats. But was lucky again to convert my licence into an EASA one...

Just letting the A/P do the thing

My - till now - short aviation career includes validations and conversions almost every year. The funny thing being that my original Hungarian licence was first moved from ICAO to JAA and from there to EASA.

Over the Tatra onroute to Warsaw, Poland

I was and am fortunate enough, after coming back to Hungary I was quickly offered a taxi driver job. Not the Concorde yet - piloting a DA42 -, but multi and instrument flights, various destinations, and most importantly command. Bush flying will teach and precondition you to rely on yourself, and constantly make decisions without or very few external aids. Flying under IFR in Europe - independent of weather conditions - is an ease. Stick to the rules, do what you are told, but keep alert to what you will do when no one can tell you what to do.

Descending for Rome, Urbe (sneaking in below the Fiumicino TMA)

By that time I already knew that it won't be easy grabbing an airline job. As EASA made it mandatory to all airline pilots to have the ATPL theory passed I was and am not in the loop, yet. So I started my study filled journey towards passing them.

My favourite: night flying

People will tend to think that as an ex bush pilot I posess some exceptional flight skills: the company that hired me for taxiing offered to train me to become an instructor. A new challenge. Now, after 150 hours in the instructor seat of DV20's and DA40's, having trained people from zero hours and assisted airline pilots in relearning the tricks of flying and most importantly landing less than 800 kg mosquitoes, the most rewarding element is how much I have learned from them.

Small companies have the advantage and disadvantage that you get drawn into projects that might first seem far off the pilot competence. I've pushed trough an FNPT II. certificaton, and fought for the ATO certificate and created chapters of the Training Manual of the company that I currently work for. It gave me a taste of EASA.

My best instructor

After this short insight the blog will focus on up's and down's of training, licence issues and flying in EASAland. As well as trying to give you motivation the way I did earlier. Keep tuned!