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Old 3rd Sep 2006, 17:46   #41 (permalink)
 
Join Date: Nov 2003
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Walesuk,

Not an easy one to answer I'm afraid. What is your flying background/experience? Total hours? Types on licence?

An IR is also of use to many onshore corporate companies, but that said so is experience

Sadly, you may also find that you are already too late to get an IR completed by Spring 2007, many places are fully booked till mid 2007 already
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Old 3rd Sep 2006, 18:17   #42 (permalink)
 
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I've only just passed the 400 hour mark... the only JAA type rating I have is the Schweizer 300. I should have 7-800 hours by the time I do my IR. I'm working as a FI in the USA at the moment (I'm American and my wife is British).

I've called around and found one place that has a spot in Feb '07... just need to get the funds together Another place has an April opening... so, we'll see. Doesn't look like anyone is offering any sponsorships at the moment... but if I'm not doing offshore, maybe I don't need to get the IR done at all? though it seems the best way to get into the industry without a ton of experience. I would like to work for the Welsh Air Ambulance eventually though and REALLY don't want to have to resit exams!
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Old 3rd Sep 2006, 19:46   #43 (permalink)
kissmysquirrel
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You'll probably need 2-3000 hours at least with varying expreiences before even getting a look in for air ambulance flying. Get the FAA IR while you're over there, then do the conversion when you come back. You'll need to do the theory exams over here if they've run out but you'll then just do the type conversion onto the 355, and an abreviated course (dependant on ability and assessment) before taking the IRT.

You may be exceptionally lucky to get onshore IR work but not likely with low hours. (I only know of one person so far who's managed it, but he's a lucky guy )

Not many people using the 300 over in UK. Try to get R22, R44, B206 maybe EC120 to help you on your way.
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Old 3rd Sep 2006, 20:04   #44 (permalink)
 
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thanks for the replies!

I have an FAA IR already so have been looking into conversion courses... still not cheap! The plan was to get my IR, do some offshore stuff and build up some experience before moving on to air ambulance or something else onshore. I have a bit of R22 time (just no JAA type rating) and will likely get quite a bit of time on the 206 before moving over next spring.

I'm hoping to get the IR and then return to the USA for a while, but staying here long-term isn't happening - my wife & I both want to live in the UK I'd rather avoid resitting the exams again, but perhaps it's unavoidable at this point
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Old 4th Sep 2006, 06:41   #45 (permalink)
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Don't know why you'd want to come to this crap hole of a country. Over taxed etc etc

Anyway, the exams aren't too bad actually. Ground Training Services in Bournemouth are the ones you should contact if you need to do the IR theory exams. They have an excellent pass rate and small class sizes.

ps, i'm not associated with GTS, just studied with them, and passed when doing mine!
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Old 14th Nov 2006, 18:27   #46 (permalink)
 
Join Date: Feb 2006
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JAA IR Course (including Converting FAA IR to JAA IR)

What are the requirements for converting a FAA IR to a JAA IR? I've read the different options on converting ATP and CPL, but I can't seem to find the requirements for converting the IR.

Does the JAA recognize the FAA IR or would one have to proceed as if getting the IR for the first time? TIA.

Bayou06
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Old 14th Nov 2006, 18:53   #47 (permalink)
 
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http://www.caa.co.uk/docs/175/SECTION%20E.pdf

Page 8
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Old 14th Nov 2006, 19:20   #48 (permalink)
 
Join Date: May 2002
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I am currently converting my FAA IR to JAA IR (Single Engine) ..
That requires
- 10 hours FNPT I simulator
- 15 hours B206L

Instead of, if I remember correct for the full course with no previous ICAO based IR:
- 3 hours R22
- 15 hours FNPT I simulator
- 25 hours B206L

This is the setup from Billund Air Center (BAC) in Denmark, the FTO I attend the course at ..

If you want JAA IR (Multi Engine) at another FTO, there is an additionally JAA requirement for 5 hours heli flying + 70 hours PIC logged heli flying ..

NB: There is an additionally JAA requirement that the student must recieve 3 hours TypeRating training for the type trained on ..

- madman

Last edited by madman1145; 14th Nov 2006 at 19:25. Reason: Poor layout
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Old 14th Nov 2006, 20:44   #49 (permalink)
 
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ICAO IR(H) to JAR IR(H) requires 15 hours of flight training of which 10 hours can be carried in a FNPT2 according to LASORS. Alternatively 5 hours in a FNPT1 followed by 10 hours flight training is permissable.

Don't forget the ground exams.
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Old 14th Nov 2006, 22:19   #50 (permalink)
 
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Billund

Hi Madman

I am thinking about doing my FAA IR / JAA IR conversion at Billund and have a couple of questions that I hope you could answer.

How often did you fly, once a day or more?
How long was the groundschool?
Did you finish in 4-6 weeks?
How was the equipment, Bell 206L and the sim?
Did you find the FTO and the instructors ok?
Did it end up costing more than estimated?
Was it difficult to find accommodation?

If you do not want to post a reply here, then please PM me.

Thanks
off airport
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Old 15th Nov 2006, 18:20   #51 (permalink)
 
Join Date: May 2002
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No problem in posting here, no secrets, and the fewer PM's I have to write ..

How often did you fly, once a day or more?
- Like once a day (workingdays), sometimes in the weekend as well. A few times done sim and flying on the same day. But planning is very much up to you and your capacity, if you feel you can manage more, tell them - the FTO is flexible ..

How long was the groundschool?
- Not much groundschool. I suppose you have done your IR or ATPL theory. But a total of about 5-6 hours groundschool, going through Doc 8168, the Danish BL 5-60 and Jeppesen Airway Manual. Of course there is briefing and debriefing after each flight (heli and sim) ..
There is incl. a selfstudy CBT course that you take online. That's for the TypeRating groundschool for the Longranger ..
The FTO has for what I have seen, had Danish, Norwegian and Dutch students through the course, so they do speak English. I know some English dudes are signed up - believe next available space is in like May or so ..


Did you finish in 4-6 weeks?
- Pretty much, started sim on the 9th of October. Exam done on Friday (knock-on-woods). I have done the shortened course due to my FAA IR. I spend some days in Aberdeen for testing, so subtract that and you get around 4-5 weeks with no rush. One has done the full course in 4 weeks, but do expect 6 weeks for the full course. A few students have required more than the min. hours but mostly people manage to graduate with min. hours ..

How was the equipment, Bell 206L and the sim?
- The Longranger: It's about 20 years old, but it doesn't show. Looks nice inside and repainted in school colors 1-2 years ago. It's well loaded with equipment. Everything works but sometimes the autopilot fails on like ALT so you have to reset it one way or the other and it usually helps. When me and my fellow student has finished it goes in for maintenance, among normal check also to fix this issue. It just makes you more alert of not trusting the autopilot too much. Forcetrim works splended, makes it a dream to fly compared to small pistons. No annoying vibrations in the aircraft, smooth ride. Has Garmin 430, Standard King as secondary NAVCOM, radio altimeter, AirCon etc. etc. ..
We can on these non-hot days fly fully tanked and 4 people onboard, but that's the limit and only with either heater or engine-deice system on, not both fully loaded. You fly with the instructor and your fellow student to change crew on destination when practising on other nearby airports to decrease enroute time and spend more time on approaches. And if another student wants to follow what happens onboard, he/she can come along, on your approval of course. With this occasionally limiting setup you get to monitor the TOT more often ..
You fly ILS by hand and NDB's sometimes on auto, sometimes by hand. You will also go the Stauning that has probably the, cockpitwise, bussiest NDB approach's in Denmark ..
When you come with FAA IR, they will focus on NDB approaches because that is most peoples problem from "over-there" ..
- The sim: It's an airplane FNPT I simulator of newer generation. French product I believe. It's just fine for learning procedures. You usually keep a few hours in spare so if you screw too much up in the Longranger like having problems with NDB's, you can go in the sim again and train the procedures at a lot lower cost than in the air ..


Did you find the FTO and the instructors ok?
- Oh yes. Done my PPL's, CPL and ATPL-H theory there and have a good feeling of the FTO (Been through 3 different FTO's). You fly with one of two instructors on the Longranger. One is the owner of the school, he is rated on many things an engine can get airborn. The other is a 737 Captain, who previously have flown different jobs on Hughes and Robbies, Bell's (3 different types) and S61 on Greenland. Nice fellows, both old farts who know what they are talking about. Everything at the school is very much down-to-earth. No one feels or show they are better than others ..

Did it end up costing more than estimated?
- Looks like to the penny ..

Was it difficult to find accommodation?
- I don't know, I lived at my dad's place during this. But I know that there is a local place where you can rent a room on weekly and/or monthly basis. Those who have come from other parts of the world than local have been able to find a local place with no problems. Bring a car or buy a cheap bicycle, both will do for getting back and forward to school ..

This is the toy you will play with: http://www.madman.dk/gallery/listpics.asp?a=show&ID=644

- madman


Cockpit of the Longranger ..

Last edited by madman1145; 15th Nov 2006 at 21:42. Reason: Gramma and layout plus insert of picture ..
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Old 15th Nov 2006, 21:00   #52 (permalink)
 
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Thank you Madman

Lots of great info, way more than expected.
Have heard a lot of good things about the school, it was even recommended to me by an offshore company.

I only needed confirmation from somebody who have been there, and it seems like right the place for me.

Thanks again
off airport
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Old 15th Nov 2006, 21:41   #53 (permalink)
 
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Just for info:

The examiner the Danish CAA mainly use for IR(H) examinations is a leading offshore pilot ..

- madman
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Old 15th Nov 2006, 22:24   #54 (permalink)
 
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Many thanks

Thanks for taking the time to help out. It's good to know what's ahead (although it seems a bit much, I've had and used my IR for many years now). Again, thanks for the assist.

Bayou06
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Old 15th Nov 2006, 23:45   #55 (permalink)
 
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Hi all!
I attending HAI in the near future to get my JAA/FAA CPL{H} and JAA/FAA CFI aswell. Im doing the courses on the S300CBi...

I would just like some advice!
1)Would it be a waste of money or should I also do the FAA IR(single engine) aswell and convort it once Im back in Europe?Because Once I return ill only be flying R22/44's as Instructor probaly! And because of this Ive been told the IR would be too expencive to maintain?

2)Should I also do the 5hr Turbine transition course on the B206? Or save my money for an R22/R44 type rating for when I get back..?

The reason im mentioning money so much is that Im only 18 and have to borrow every penny to pay for my training??
Thanks for the advice Guys,
Sean.
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Old 15th Nov 2006, 23:56   #56 (permalink)
 
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Quote:
Originally Posted by Sean H View Post
Hi all!
I attending HAI in the near future to get my JAA/FAA CPL{H} and JAA/FAA CFI aswell. Im doing the courses on the S300CBi...
I would just like some advice!
1)Would it be a waste of money or should I also do the FAA IR(single engine) aswell and convort it once Im back in Europe?Because Once I return ill only be flying R22/44's as Instructor probaly! And because of this Ive been told the IR would be too expencive to maintain?
2)Should I also do the 5hr Turbine transition course on the B206? Or save my money for an R22/R44 type rating for when I get back..?
The reason im mentioning money so much is that Im only 18 and have to borrow every penny to pay for my training??
Thanks for the advice Guys,
Sean.
If you are going on a J-visa and hope to get a job, you will need to do the FAA IR.
I would pass on the turbine transition.
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Old 16th Nov 2006, 15:20   #57 (permalink)
 
Join Date: May 2002
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Like Gordy says, if you want a hope for an instructor job in the US, you will have to get the IR and become a CFII. Today a CFI will probably not do it alone ..

If you have no plans on flying turbines, why spend money on a transition ?? - you can't use that transition in JAA anyway. And if you do the JAA IR later on, you will get turbine training/flying there anyway ..

How do you know now what you are going to fly when you get your JAA certificates? If you don't already have a job in hand prior training, there is no way to know. So, get the certificates first, then worry about what happens after that until later on ..

Now, if you plan on getting the JAA IR later on (they do need a lot of pilots offshore back here), I found the knowledge very usefull that I achieved on my FAA IR (got it at HAI) when I trained for my JAA IR. It's cheap compared to the amount of training you get and gave me a good balast prior entering a more complexed aircraft like the Longranger - the step was smaller ..
There are a few differences between FAA and JAA, but not to much ..

- madman
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Old 16th Nov 2006, 15:56   #58 (permalink)
thecontroller
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HAI's turbine transition is a JAA type rating. so can be used in JAA land
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Old 16th Nov 2006, 16:36   #59 (permalink)
 
Join Date: Nov 2005
Location: Ballymacnigdonglemor
Age: 29
Posts: 88
Thanks for the advice guys!
Im just going to stick with the JAA/FAA CPL&CFI and work for about 40 weeks as an FAA CFI,then come home and start Instructing here!
I dont have a Job lined up yet but am nearly Gaurenteed one with HUGE instructor shortage here at home!
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Old 16th Nov 2006, 18:43   #60 (permalink)
 
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Quote:
Originally Posted by Sean H View Post
Im just going to stick with the JAA/FAA CPL&CFI and work for about 40 weeks as an FAA CFI,
A "tad" overconfident me thinks..........
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