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Converting ICAO CPL to JAR CPL

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Converting ICAO CPL to JAR CPL

Old 16th May 2007, 09:12
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Converting ICAO CPL to JAR CPL

Can anyone help me with informaion on how to convert a ICAO CPL to a JAR CPL...

Thanks
TCASS
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Old 16th May 2007, 09:17
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I do stand to be corrected on this, but I believe you have to write the JAR exams and then do a flight test with a JAR examiner.

I don't think there is a quick fix.
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Old 16th May 2007, 09:31
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Yes, you will have to write the JAR ATP exams. The thing in europe is that you will also have to attend a ground school. The on-site ground schools usually take 7 months, 5 days a week, 8hrs a day! U can also attend a distance-learning grounds school where you study at home, but they take 9-12 months or so.
After that you will have to do a flight test.

If you got a lot of hours might be able to skip the groundschool though:

Exemption G1.5 Note 1:
If applicant has a minimum of 1500 hours' flying experience as PIC or Co-Pilot on Multi Pilot aeroplanes, holds a valid multi pilot type rating for the aircraft to be used in the skills test and has a minimum 500 hours on this type of aircraft, he/she will be exempt from the study of the ATPL exams prior to taking the exams and passing them. In this case the exams can be taken and passed at the applicant's discretion. The skills test in this case is taken on the aircraft (or simulator) on which the applicant is type rated.

Exemption G1.5 Note 2:
If an applicant has a minimum of 3,000 hours on public transport aircraft over 3,000 kg on scheduled international routes including 1,500 as captain, he/she may apply to the authority for an assessment. Additional credits may be given by the issuing authority in this case for the Theoretical Knowledge except Air Law and Human Performance.

(Note: I've found those to excemptions on a flight schools webpage, not in the law, but I guess that's where they're taken from)


/S
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Old 16th May 2007, 09:39
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Affirm all of the above. Distance learning course with either Oxford or Bristol consists of 2 phases, each 3-6 months depending on how hard you study!
Each phase is finished by a 2-week classroom course (compulsory) before you write the exams.

Cost for groundschool - around Ģ2000 with Bristol. CAA exam booking fees Ģ700. Plus accommodation/food/transport during groundschool and flights to/from the UK.

Then CPL flight test, no minimum training hours required before you can take the test. Before IR flight test, minimum of 15 hours instruction, some of which can be in a sim.

Cost for this - probably somewhere around Ģ10K but PM me if you want more accurate figures, and I will speak to a few mates who have gone this route.

good luck!
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Old 17th May 2007, 09:25
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Just to modify Sonny Sīs comment on the exemption for aircraft in excess of 3,000 kg I am sure it must read 30,000 kg
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Old 17th May 2007, 09:53
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30 00kg's would be correct and that must be command time.
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Old 17th May 2007, 10:08
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It is an expensive option, but if you want to fly in Europe, then thats what you need to do.
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Old 17th May 2007, 13:42
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South Africa to go the JAR route

TCASS,

All in all - a very accurate,thorough and useful above info - re converting a SA CAA CPL to a JAR CPL / ATPL.
Come and join the many South African pilots in Europe - some armed with SA CPL - in the huge undertaking of studying towards a JAR ATPL.
A thought / a plan for you to consider - unless you are already in Europe studying ! - South Africa will be adopting the JAR licensing system in the next year or two.This will provide a huge change and improvement to the SA flight training industry. It is a change which has been inevitable and a long time coming considering that JAR is required everywhere for that international flying job - barring working for some US airlines.
Once the serious flying training organisations in South Africa have embraced and been licenced to conduct the required JAR ground/ flying training - there will be in time a possibly cheaper option of embarking down JAR licence route by training in South Africa. Hopefully this will in time open the floodgates with European students flocking to SA for cheaper,quality flying training.This will also jumpstart the investment in . good, new generation training aircraft. Aircraft like the new Aussie Boomerang aircraft and similiar. All in all a good ting!
Good luck with your studies and career.
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Old 17th May 2007, 14:05
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Sean...
I am afraid SA is not going to meet JAR standards while the SACAA is corrupt and inconsistent, so that means for the foreseeable future.


As for JAR, I believe it is becoming something different, some European Aviation or something, basically JAR, but with the powers to change law.
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Old 18th Mar 2009, 19:43
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does anyone have any info about converting a JAA CPL(H) to and SACAA CPL(H)??
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Old 18th Mar 2009, 22:35
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South coast: JAR will become EASA in notime now. If SA will adopt it or SA will be adopted then probably every license holder will get the JAR/EASA papers automaticaly! At least that is what the impotent, corrupt and incompetent Hungarian CAA says. We are probably the only country in the EC that was not audited by the JAA and is still ICAO. It is a shame...

Those of you holding ICAO licenses and are or wanna fly the big machines should try WizzAir a lowbudget carrier, going strong despite the recession and with a growing number of buses (A320). Two of my friends are are presently on the type rating seminar, sent there by Wizz. One of them has "only" some 450 hours!
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Old 3rd Apr 2009, 18:02
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Busy with the conversion myself. Did a full ATPL theoretical ground course and all 14 exams. Starting next week with the flying, +\- 20 hrs single,multi + sim. One hell of an adventure. Itīs already been about 8 months since I started.
For more info, just ask.
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Old 4th Apr 2009, 23:17
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The answers above are basically correct for the theoretical part of the ATPL .
Your question being about CPL only , It's a little different .If for a reason or another you only want a CPL , you only have one exam to do (composite) , then a flight training course (hours required depend generally on local assessment , gen.10-15h) and your Flight test . If you need an IFR rating with that , another written exam and another course (25h in general but with some SIM hours possible )followed by an extra flight test (generally MEP ). If you will need an ATP later on , It's generally preferable to do all your ATP subjects from the word Go though .
As explained , If you don't have 1500 hours MPA ,they will require you to follow an approved course in a FTO (or appr.DLC) . The costs and hassles involved vary a lot depending on which JAA country you choose to do your licence in though .My advice is to shop around .Don't get hung up on the UK only .Finally , it might be a good idea to wait for the new EASA regs to come out as they might differ from current JAA .
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Old 5th Apr 2009, 04:29
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Hi there, I am busy with the JAA exams at the moment, I have looked into the conversion process in depth and let me share the following with you.

If you have 3000hrs command time on a/c over 30Tonnes, then you write Law and Human performance, and you get a license, BUT, it is very restricted. You will be limited to one a/c type, one registration, ie: you will only be able to fly G reg if you did your test in England, and you will struggle to find work, as most companies want a full license with no restrictions. This last info is from friends who went this route.

If you have over 1500 hrs (P2 time counts as half) on multi-crew a/c (Beechcraft 1900 does not count, do not even try tell them it is a 2 crew a/c, they will tell you to go away), you need ATR/ Dash 8 or similar., then you need to sit all 14 exams, NO GROUND SCHOOL NECESSARY. Then you do a flying test! Another costly exercise in itself!

If you don't have the above, then you have to complete a full ground school course, probably in the UK, or similar, at a recognized training center, Bristol ground school or similar, sit the 14 exams (63 GBP each as we speak) get your hrs up to date, and do your flight test too, you will also need to complete a MCC course.

As for SA going the JAA/ EASA route, in my opinion, it will probably be very similar to a European license, but it wont automatically mean you can work in Europe, visas/work permits aside, it is all about protecting Euro jobs, why give SA pilots JAA licenses and let them come work in Europe, when there is no work for the locals. I dont think it will be full JAA license. Maybe similar exams syllabus........but I dont expect the Euro's will let you get a license easily.

There are SA license holders working in Europe at the moment without JAA licenses, they have managed to get validations from certain countries, eg: Ireland, and MUST be P1 rated on a particular a/c, and are restricted to remain at that company on that a/c. This was all when times were good and now that things ain't so good, I don't think this will be happening at all at the moment.

Hope this helps!
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Old 6th Apr 2009, 14:46
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Converting NO JAR CPL TO JAR CPL.

Can anyone confirm what PERCIVAL said, that to convert a non JAR CPL to JAR CPL, only takes one theoretical exam. In other words youd dont have to sit all 14 subjects ?

Gary
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Old 8th Apr 2009, 01:03
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Gerpols,what you gotta take into mind: Unlike ICAO where you first write subjects and get your CPL, than write again and to get your ATPL.
In JAR when starting from scratch, you write once all 14 subjects, and get your subjects for both CPL and ATPL. Basically called a frozen ATPL, Which can be unlocked to an ATPL when your hours meet the requirement with a flight test. No airline will look at you without a frozen ATPL or ATPL for that matter. As for the plain CPL,Unless you own your own plane and plan just making revenue on the side,its not really an option. study study study, no easy way out

s2h, you still keeping tropical?
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Old 8th Apr 2009, 04:02
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Airforce1, How was the extended holiday? Get any work done? Very tropical here.....summer was too hot and too long......cooling down nicely this side.
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Old 8th Apr 2009, 05:07
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Just a small contribution: at least in Spain, where I converted my license, if you have your national (ICAO) ATPL you will "only" have to fly 10 hours (5 in single engine and 5 in multiengine). If you go with a CPL you will have to fly more hours, including simulator time.
Therefore, if you can get your local ATPL do it before going for the flying part of the conversion. My advice is to find out in the country you are going to convert your license; I have learned through time that JAA is not the same throughout Europe.
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Old 10th Apr 2009, 22:38
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ICAO license converted in Spain (JAR)

Hi mlindb, hi all, I amnew on the forum.

Great to hear you converted the license in Spain. I did the ATPL frozen there and I am CPL in South Africa (currently finishing now my ATPL subjects and building hours). Not sure about how to convert the hours in Spain neither if it is worthy to have the ICAO Multi to convert. Could you help me please?. Can I write to your private email?. Thanks.

Many happy landings to all!. Cheers
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Old 27th Apr 2009, 20:09
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Hi, Enjoy.

I am sorry for the delay to answer, I just lost track of this thread. Of course you can send me a PM.
Anyway, if I quite remember, what I did to convert my hours was to get a certificate of hours and licences in my local CAA, made it validated (put a stamp on it and pay) in my local foreign affairs office and finally made it validated again (legalizar) in the spanish consulate in my country (another stamp and more $$$). Then you should take it to the spanish CAA and then it will depend on their satanic majesties.

May God have mercy of your poor soul.
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