JAA PPL (A) to FAA CPL/IR

[Warrior Chief]

I'm 42 and I've been flying for 15 months. I already have my JAR PPL(A), CAA IMC and JAR night qual. I'm abaout to start my JAA multi-engine rating next week.

For various reasons I won't bore you with I'm looking to get an FAA CPL/IR ASAP so I can start a potential commercial job (during which I can then do a modular JAR ATPL).

I'd be grateful for any advice/contact details as to the best places/methods/stages to obtain the FAA CPL/IR in most most time/cost efficient way. I'm happy to go to the USA for a few months to do this and I'm not afraid of hard work. I also have the funding sorted.

Please don't worry as to why I'm doing it this way round - I've already explored that many times over! <img src="wink.gif" border="0">

[unclearthur]

I did my FAA CPL and IR last year (2001) in California. If you already have the IMC rating, you should have little difficulty with the IR. There is more to it but provided you can stay ahead of the aeroplane, you should be OK. I had quite a bit of instrument time (150 hrs sim and 45 actual)and did the FAA IR in 16 working days. I then did the multi rating and multi IR add on (4 more days). The multi add on simply demands two ILS approaches, one with everything working and the other with the normal instuments/engine out. It can be done at the tail end of the multi check.

The CPL is done in two stages, single and multi - they are two separate ratings and you should aim to do both if you are serious about getting a sensible job. Again, the CPL (single and multi)took me about 16 days. One thing that slowed me down was the need to do all the pre flight test hours that were required. For example, if you look at the FAA AIM, you will see that you need certain day and night cross country qualifications. Few people will have done a multi engine 300NM cross country for example.

Drop me an e mail if you want more info. Happy to chat on the phone if you want.

[ 04 January 2002: Message edited by: PPRuNe Towers ]</p>

[Warrior Chief]

Thanks for that. Do I take it then that one logical route is:

1) Get an FAA medical (Not sure if it has to be class 1 or 2)
2) Convert JAR PPL to FAA PPL
3) Some hours building and long distance Nav
4) Multi rating
5) Some more hours building and long distance Nav
6) Instrument rating + Multi IR
7) CPL
8) CPL Multi

It's good to hear that things can be done close to the short time scales they advertise!
:)

[ 02 January 2002: Message edited by: Warrior Chief ]</p>

[Julian]

Warrior, you dont need to convert you JAA PPL to an FAA PPL to enable you to continue. You can go straight into the IR.

Mate and myself also did our in CA last year but at Rainbow Air in Longbeach. Mate also stayed out there and did his multi IR which apprently was combined with the multi checkride, consisted on flying a hold and a couple of approaches, I beieve one with an engine out.

Regards,
Julian.

[Warrior Chief]

I get it! So it's more like....

1) Get an FAA medical (Still not sure if it has to be class 1 or 2)
2) Some hours building and long distance Nav
3) Instrument rating
4) Multi rating + Multi IR
5) CPL
6) CPL Multi

Not quite as bad as I thought!
<img src="tongue.gif" border="0">

[unclearthur]

Your last post is exactly how I did it. The FAA medical is quite swift and costs $45 (from memory). You need a class 2 for a CPL although you can do the IR on a class 3. The class 2 is virtually the same as the class 3 - I seem to remember they were a similar price too. All the schools have an affiliated doctor and you should be able to crack it in half an hour.

The way I cracked the necessary hours was to do the majority over here to make sure I had done the bulk of the preparatory work before I went. This left me the longer cross countries to do in the States. Incidentally, on re-reading my AIM just now, I am reminded that the only long multi trip you need to do is the 2 hour night /with one 100NM leg. The 300NM day trip (a requirement for the multi rating) can be done in a single engine airplane.

The requirements are all laid down on the FAA web site. See <a href="http://www.faa.gov" target="_blank">www.faa.gov</a> and after a few clicks you can get to the FAR/AIM

[ 02 January 2002: Message edited by: unclearthur ]</p>

[Warrior Chief]

Thanks - that's all very helpful and reassuring.

I've done lots of longish Nav trips in the UK. One was around 300nm but over 4 legs. Even so, I assume I'll have to do at least one on the other side of the pond to convince them I won't make a habbit of getting lost in the desert!

<img src="cool.gif" border="0">

[Warrior Chief]

I've got some feedback from American Flyers. They've suggested...

Go straight into IR
Then solo hours building
CPL Single
CPL Multi

They say I can get a restricted FFA PPL conversion done as part of the IR and the restriction is lifted after the CPL

CAA are going to do my FAA medical on the same day I do the CAA Class 1.

Any comments?

<img src="rolleyes.gif" border="0">

[unclearthur]

All sounds sensible to me. The only thing I would say is that you really do need to be on the ball for the IR. I would be tempted to do the hours building first so that you are more experienced when it comes to the radio work/visualisation bit. For example, knowing the aircraft intimately will be of enormous help in reducing IMC workload. If you know that your aircraft requires 1900rpm for a 450' a minute rate of descent and 1700 for 550 then already you are ahead of the game. Similarly, with the multi, knowing the power/prop settings for various speeds/rates of descent/including single engine will also be of help.

That said, if you have already done the IMC rating, you should be able to cope with the FAA IR without too much of a problem. It is much more challenging but if you know where you are in time and space then you'll be OK.

One final thought. I did the CPL written test in UK before I went. It is good to get it out of the way early. I would not try to do this with the IR written test though. In many ways, the IR written is much more difficult than the CPL. You also need to experience FAA rules and regulations and fly a bit in the States before you will understand the questions.

By the way, I have all the Gleim FAA test prep CDs which I found invaluable. (IR, CPL and ATP). they cost me £69 each. Would you like to make me an offer?

Good luck.

[DesiPilot]

warrior Chief,

I can highly recommend Naples Air Centre (www.naples-air-center.com) and North American Institute of Aviation (www.naiasc.com)

We've had many graduates from NAIA come and work with us and they were extremly happy with the school and quality of training.

<img src="smile.gif" border="0"> Jatin