No, I didn't write that your licence was crap. I wrote that it was not an ATP and nor was it the equivalent of an FAA ATP. Your first post in this thread
Hi Guys
I'm a JAA/EASA ATP holder...
stated that you hold an ATP. Later, it transpired that you don't, in fact, hold an ATPL, but a CPL. Nothing wrong with that (I held one for years) but it's not an ATPL. You also wrote that your CPL + IR + MCC is the equivalent of an FAA ATP, which it's not. It seems you have (or had) a degree of misunderstanding about the privileges & limitations for these licences, possibly including your own licence.
Your CPL qualifies you to fly as PIC in public transport for *single pilot* certificated aircraft, and SIC in multi-crew types. Much the same as an FAA CPL**. In some ways, slightly better: JAR requires 700 hours for PIC in public transport ops. FAR requires 1200 for IFR Part 135 ops (that's charter/air taxi ops) so you're slightly better off in that respect.
Better you get it sorted out now, than when you're in front of an interviewer who you led to believe in your application that you hold an ATP(L) but who then reads what's printed on your licence. What qualification(s) you actually hold also affects converting to another jurisdiction's licence. What you can or can't do to convert to an FAA depends on your licence & hours. If you held a JAR ATPL like you originally wrote then chances are you have the required hours for an FAA ATP, in which case the conversion is remarkably simple (one theory exam, one checkride that's pretty much like an IR flight test, no instructor recommendation required). Converting a CPL + IR, however, is a bit more complicated & expensive (two checkrides + 2 instructor recommendations + two theory exams *and* the required cross country experience is more specific. The Commercial checkride also involves manoeuvres that just aren't done for any JAR licence so practice will probably be needed for those)
Lots of opportunities for FAA CPLs, even those who don't meet the Part 135 requirements. Aerial survey & photography, para dropping, power & pipeline inspection, VFR Part 135 in some places (500 hrs needed though). Even instructing, which is a cheaper rating to get in the US than in JAR-land.
**There is a rule change coming that affects FAA CPLs that will prevent them being an SIC in airline ops in large aircraft (>12,500 lb MTOW). Can't remember the exact details because it doesn't affect me, but it's either that you'll need to hold an ATP to be an SIC, or you'll need ATP hours with your CPL ie 1500 hrs. CPLs still will be able to be an SIC in >12,500 lb types, but just not in Part 121 air transport ops ie airline stuff. Didn't used to be the case, but this law was enacted as a reaction to a regional airline fatal crash and takes effect over the next couple of years.