FAA operators in the UK?
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>Pace I'm sorry but you are taking the high ground on a completely different issue and for the wrong reasons, at least with me.<
I am not taking the high ground but defending a principal which should be that we are all on one standard whatever that may be.
I recently ferried a business jet from Florida to South Africa Via Canada iceland Uk and then on down through Africa, in total 35 jets hours for the trip.
I flew across many areas starting in FAA airspace then crossing JAA airspace and then into the weird airspace of Africa.
I am considered legal and safe to do this and that is backed up by statistics.
Because aviation as described above knows no boundaries as we flip from one continent to another we should have one set of standards across the board from aircraft licencing to pilot licencing to medicals.
Anything else is a nonsense and stinks of nothing more than protectionism and arrogance of various parts of the world.
It probably will not change because of the fact that it is all based on a nonsense and an expensive one at that. I personally hate hypocrosy in anyrhing and aviation is full of it.
At most there should be differences courses to change one ATP to another not treating one ATP like a basic PPL.
But things will probably not change even though they should for purely political reasons and as stated protectionism.
So it should not be a case of you can fly through our airspace for 30 days that is a nonsense which is NOT based on safety issues which should be the driving force on any legislation or licencing requiremnts.
In my eyes we do tend to forget a large portion of what we learn in ground studies. Any licence is a licence to start learning and that learning comes through practical experience which probably levels out both ATPs JAA and FAA in the fullness of time in the safety stats which show NO difference.
Pace
I am not taking the high ground but defending a principal which should be that we are all on one standard whatever that may be.
I recently ferried a business jet from Florida to South Africa Via Canada iceland Uk and then on down through Africa, in total 35 jets hours for the trip.
I flew across many areas starting in FAA airspace then crossing JAA airspace and then into the weird airspace of Africa.
I am considered legal and safe to do this and that is backed up by statistics.
Because aviation as described above knows no boundaries as we flip from one continent to another we should have one set of standards across the board from aircraft licencing to pilot licencing to medicals.
Anything else is a nonsense and stinks of nothing more than protectionism and arrogance of various parts of the world.
It probably will not change because of the fact that it is all based on a nonsense and an expensive one at that. I personally hate hypocrosy in anyrhing and aviation is full of it.
At most there should be differences courses to change one ATP to another not treating one ATP like a basic PPL.
But things will probably not change even though they should for purely political reasons and as stated protectionism.
So it should not be a case of you can fly through our airspace for 30 days that is a nonsense which is NOT based on safety issues which should be the driving force on any legislation or licencing requiremnts.
In my eyes we do tend to forget a large portion of what we learn in ground studies. Any licence is a licence to start learning and that learning comes through practical experience which probably levels out both ATPs JAA and FAA in the fullness of time in the safety stats which show NO difference.
Pace
Last edited by Pace; 18th Sep 2008 at 11:59.
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It appears to me that CAA is full of jobs worth, bureaucacy, and excessive fees. I would like to see ICAO standards that fit somewhere between the JAA/FAA rift discussed above, and all participants adhere.
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This is an interesting thread. I am a US citizen flying an N reg and recently an M reg aircraft. I only have an FAA ATP. My wife is an EU citizen so I have the right to work as a family member of a European Economic Area citizen.
The company I fly for is in Europe but not the EU. I do fly throughout the EU but the plane's home is outside the EU. The company gave me study material on aspects of air law that were different to Europe and tested me on the material.
I fly with pilots that have both JAA and FAA tickets and I think they are just as competent as the FAA ATP's I've flown with. I believe they feel the same about me (I always have been a little naive though).
As for Americans coming over here to take jobs, I hear way more pilots with European accents on the radio in N reg airplanes in the US than I hear Americans in airplanes of any registration over here. This excludes American airlines.
Time wise, perhaps pilots who went to the US to train and have not yet received there JAA ticket are lower time but an established American pilot I think is quite often higher time than a pilot who just got his FAA ticket as a stepping stone to a JAA ticket.
I've run flight departments in the US and the insurance requirements there were much higher than they are here. I came over to fly the same type I was flying in the US. If I'd gone to the insurance company with the times required over here, I'd have been laughed at.
I guess my main reason for coming out of my usual lurking mode was because I didn't know the attitude towards FAA ATP's was so negative with so many.
I have found nothing but politeness and mutual respect everywhere I've been in the last year and a half. I do get a few people using words like howdy and speaking with a southern drawl but that's just comical since I'm from Washington State.
The company I fly for is in Europe but not the EU. I do fly throughout the EU but the plane's home is outside the EU. The company gave me study material on aspects of air law that were different to Europe and tested me on the material.
I fly with pilots that have both JAA and FAA tickets and I think they are just as competent as the FAA ATP's I've flown with. I believe they feel the same about me (I always have been a little naive though).
As for Americans coming over here to take jobs, I hear way more pilots with European accents on the radio in N reg airplanes in the US than I hear Americans in airplanes of any registration over here. This excludes American airlines.
Time wise, perhaps pilots who went to the US to train and have not yet received there JAA ticket are lower time but an established American pilot I think is quite often higher time than a pilot who just got his FAA ticket as a stepping stone to a JAA ticket.
I've run flight departments in the US and the insurance requirements there were much higher than they are here. I came over to fly the same type I was flying in the US. If I'd gone to the insurance company with the times required over here, I'd have been laughed at.
I guess my main reason for coming out of my usual lurking mode was because I didn't know the attitude towards FAA ATP's was so negative with so many.
I have found nothing but politeness and mutual respect everywhere I've been in the last year and a half. I do get a few people using words like howdy and speaking with a southern drawl but that's just comical since I'm from Washington State.
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Nothing to do with dissing one license over another - both the FAA & JAA tickets are proven pieces of paper. One is slightly harder to obtain than the other, but the end result is the same.
A problem would only arise if commercial charters were allowed on the N-reg aircraft. That's not the case - so should not be an issue. However, we all know that where people operate an aircraft, there is the temptation to make a bit of money on the side, flying first friends, then friends of friends, then remote acuantencies of said friend's friends... This puts commercial operators under a lot of pressure - mostly in the "small" end of the market. This again makes these operators trying to undercut echother, turn every dime and maybe - just maybe - put crews under pressure to do something that isn't quite by the book. Have seen trips sold as 1 leg when they clearly needed 2, mass, balance an performance not as much being forged as conveniently overlooked etc etc...
...and that, mes amis, is the real probem created by some N-reg operators
Ain't got a thing to do with license - it's the work being carried out that counts.
A problem would only arise if commercial charters were allowed on the N-reg aircraft. That's not the case - so should not be an issue. However, we all know that where people operate an aircraft, there is the temptation to make a bit of money on the side, flying first friends, then friends of friends, then remote acuantencies of said friend's friends... This puts commercial operators under a lot of pressure - mostly in the "small" end of the market. This again makes these operators trying to undercut echother, turn every dime and maybe - just maybe - put crews under pressure to do something that isn't quite by the book. Have seen trips sold as 1 leg when they clearly needed 2, mass, balance an performance not as much being forged as conveniently overlooked etc etc...
...and that, mes amis, is the real probem created by some N-reg operators
Ain't got a thing to do with license - it's the work being carried out that counts.
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I have done Australian, South African and JAA exams in the UK. I can tell you that the Aussie exams are by far the hardest. Flight planning is a killer. There are no easy gift questions like the JAA, your doing x speed how long to go x miles? Easy crap. I reckon you could take a person of the street with no interest in aviation, make them read the Bristol database and they could pass all the exams in a week or two. Ok they would have to get lucky but its possibe. When I did my exams I would say I had seen about 70% of the questions word for word before and just about all of the other 30% in a similar form. The comms exams were a joke, I think between the two exams I spent about 7 minutes in the exam room, how can that be a test of your knowledge? Lets not kid ourselves here......JAA exams are not hard at all.
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They must have changed the Aussie format then because my ATPL subjects were done after a two week course (good old Nathan Higgins, he still going?) and we pretty much knew the questions in advance. CASA ATPL the hardest? Not in my experience.
The easiest by far was the FAA. One day in front of a computer screen followed by the 'exam', bit of a joke really.
The conversion of my Aussie ATPL to a UK CAA one was fourteen written exams and two flight tests. It was also the most expensive of course and although we'd had feedback the question database was ever changing. They let me off morse code
The easiest by far was the FAA. One day in front of a computer screen followed by the 'exam', bit of a joke really.
The conversion of my Aussie ATPL to a UK CAA one was fourteen written exams and two flight tests. It was also the most expensive of course and although we'd had feedback the question database was ever changing. They let me off morse code
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Ahh, off it goes again, I've got a better licence than you. You are stealing my job. Ban anything that I can't do. Why is it that all this seems to come from peeps that can still remember all the questions in their exam's? Fact, as already mentioned, no matter what the reg you still have to have residency or permission to work in Europe. Fact, non European reg aircraft based in Europe equate to more aircraft which equates to more jobs. And the best fact of all, if you have a JAA ATPL, insted of bitching and moaning, you could go and get the "inexpensive, worthless, on the back of a cornflake packet, I could do it with my eye's gouged out" FAA ATPL and take the job that might have been "stolen" by someone else. If it generates that much emotion this would be the easy answer.
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When I joined SaudiArabian many years ago to fly the L1011, the requirement was to have (or have applied, IE the written test completed) the US ATPL prior to being accepted for employment.
I noticed, almost without exception, that when Captains went for their FAA type check in the L1011 (and indeed other types as well) the failures were mostly those with European licenses.
Why?
Number one, they could not pass the very detailed oral examination with an FAA Inspector, prior to going on to simulator training, number two, they could not pass simulator training, or...number three, they did not pass their type check, with an FAA Inspector, in the airplane.
The reason, in my opinion?
European/UK pilot licensing authorities place a lot of value on detailed theory (much of it completely useless in todays operational theatre) and much less value in actually being able to fly the airplane, accurately and precisely, to FAA exacting standards.
Look down your nose at the FAA ATPL all you want, however I have noticed this time and again, during training on a new type.
And yes, I have been an instructor on big iron for a very long time.
With the FAA, can't fly the airplane to exacting standards...no license.
Period.
I noticed, almost without exception, that when Captains went for their FAA type check in the L1011 (and indeed other types as well) the failures were mostly those with European licenses.
Why?
Number one, they could not pass the very detailed oral examination with an FAA Inspector, prior to going on to simulator training, number two, they could not pass simulator training, or...number three, they did not pass their type check, with an FAA Inspector, in the airplane.
The reason, in my opinion?
European/UK pilot licensing authorities place a lot of value on detailed theory (much of it completely useless in todays operational theatre) and much less value in actually being able to fly the airplane, accurately and precisely, to FAA exacting standards.
Look down your nose at the FAA ATPL all you want, however I have noticed this time and again, during training on a new type.
And yes, I have been an instructor on big iron for a very long time.
With the FAA, can't fly the airplane to exacting standards...no license.
Period.
Oh 411A, do you really believe that? Ever done a type rating at Flight Safety?
I have. more than one. Some in Europe, some in the US. All we ever heard from the instructors in the States was "great job", even if we knew we could have done better at times.
My combined oral exam for my US ATP and a FAR25 type rating took about 30 minutes.
The written was a joke (both for the ATP and the T/R) and the check ride was the same as here in Europe with the addition of a circle to land.
The FSI instructors in Europe seemed a liitle tougher to be honest, but still not to the same standard as in the airline I worked for before going G/A.
I can't judge in-house airline training in te US and it may well be to a higher standars than what I have seen at FSI. There however, the "client" very rarely fails a check ride. In fact, I don't know of anyone who did. Now, does that mean the FAA's "exacting standards", aren't that hard to achieve or maybe not always checked for consistently?
Anyway, the truth is, both in the US and the EU there are pilots who get through the training and checking system without demonstrating FAA/JAR licencing standards on every check-ride. We have all seen it, haven't we?
Both are good licences and do the trick. The EU ATPL could use a little less theory and the FAA ATP a bit "more" (not in terms of numbers of questions in the bank, but check for a true understanding rather than checking that the applicant can recognize the correct answer because he/she has seen it an hour ago....)
But what really makes us good pilots (hopefully) is the experience we gain over the years-
I have. more than one. Some in Europe, some in the US. All we ever heard from the instructors in the States was "great job", even if we knew we could have done better at times.
My combined oral exam for my US ATP and a FAR25 type rating took about 30 minutes.
The written was a joke (both for the ATP and the T/R) and the check ride was the same as here in Europe with the addition of a circle to land.
The FSI instructors in Europe seemed a liitle tougher to be honest, but still not to the same standard as in the airline I worked for before going G/A.
I can't judge in-house airline training in te US and it may well be to a higher standars than what I have seen at FSI. There however, the "client" very rarely fails a check ride. In fact, I don't know of anyone who did. Now, does that mean the FAA's "exacting standards", aren't that hard to achieve or maybe not always checked for consistently?
Anyway, the truth is, both in the US and the EU there are pilots who get through the training and checking system without demonstrating FAA/JAR licencing standards on every check-ride. We have all seen it, haven't we?
Both are good licences and do the trick. The EU ATPL could use a little less theory and the FAA ATP a bit "more" (not in terms of numbers of questions in the bank, but check for a true understanding rather than checking that the applicant can recognize the correct answer because he/she has seen it an hour ago....)
But what really makes us good pilots (hopefully) is the experience we gain over the years-
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Ever done a type rating at Flight Safety?
All of my FAA type ratings were issued by FAA Inspectors, without exception.
There is a difference versus designated (in house) examiners, make no mistake.
And yes, I have extensive experience in both exec flying (corporate international aviation department manager) and airline flying....all overseas.
But what really makes us good pilots (hopefully) is the experience we gain over the years-
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I saw this thread and felt compelled to read through it....the subject is ALWAYS causing a great divide!!! Wow....how this subject gets peoples backs up is startling really isnt it??
I wonder, for example how many EU pilots look down their noses at the FAA jockeys, who have never sat the illustrious 14 writtens? Or how many managed to get their hours in quick enough to be given the Brit Commercial, who before it was phased out, had only the Basic Commercial??
Ask yourself, who is better, the BA 747 jockey who has been trained the JAA way, or the Cathay 747 jockey who may well have his licence off the back of his FAA, or CASA ticket?? I would argue [and so would my ex BA and now, ex Cathay until retirement 747 training Captain friend who has flown with people with almost every type of licence] that there is nothing to choose between them. Some things may be done differently, but they are equally as professional and competent.
The effect of ¨banning¨ Foreign Reg aircraft in Europe would be felt very deeply. Jeez, how many maintenance and handling companies to name but 2 industries, would go belly up if all these registrations were banned? To agree with a point I read earlier, do people really believe that all these aircraft owners would just lie down, take it up the proverbial and put their aircraft onto a JAA reg?? Yeah....course they all would....NOT!
Eventually, the EASA jobsworths will, surely, have to come to realise that they will have to recognise the FAA licences. Do people believe that there is a safety concern as EASA would have us believe, without a shred of evidence, or believe that this is a money generating exercise....just think of the cash EASA COULD get if all the foreign registrations had to re-register?? Regulating the FAA registered aircraft based in the EU for example, is a different matter, especially for the FAA and best left for a different thread altogether.
As I write this, I thought I would look out of the window onto the apron of the airfield I am sat at in France to see what is registered where. I can clearly read the registrations of about 10 private/hired Jets. 1 is on the G registration, 1 the LX, 4 on the N reg, 3 on the A6 reg and 1 on the P4. So, lets ban the Foreign Reg here right now and we have just lost 80 per cent of the business generated, not even including the fact that the foreign stuff is ALL bigger than the EASA stuff.
Anyway....I digress. Let us agree though, that recognising FAA peeps that have been flying in Europe for years, or making their honest living whilst flying Foreign Reg in Europe for hundreds, or thousands of hours, is the best way forward. Let us issue them with a JAA licence based on their current FAA one if Foreign Reg ¨has¨ to be banned, so that we dont prematurely ground some top notch, incredibly talented pilots if they measure up to the flying standard. The important thing here is FLIGHT safety. I would rather share the sky with an FAA pilot with thousands of hours, than with a 200 hour newbie fresh out of Oxford. It is experience, skill, real World understanding and common sense that matters, not classroom ability.....I for one only hope that jobsworths the World over see that before it is too late!
......did I really just write all that???? Ooops! 
Yes, you did. Enjoy your thread ban.
Duck
I wonder, for example how many EU pilots look down their noses at the FAA jockeys, who have never sat the illustrious 14 writtens? Or how many managed to get their hours in quick enough to be given the Brit Commercial, who before it was phased out, had only the Basic Commercial??
Ask yourself, who is better, the BA 747 jockey who has been trained the JAA way, or the Cathay 747 jockey who may well have his licence off the back of his FAA, or CASA ticket?? I would argue [and so would my ex BA and now, ex Cathay until retirement 747 training Captain friend who has flown with people with almost every type of licence] that there is nothing to choose between them. Some things may be done differently, but they are equally as professional and competent.
The effect of ¨banning¨ Foreign Reg aircraft in Europe would be felt very deeply. Jeez, how many maintenance and handling companies to name but 2 industries, would go belly up if all these registrations were banned? To agree with a point I read earlier, do people really believe that all these aircraft owners would just lie down, take it up the proverbial and put their aircraft onto a JAA reg?? Yeah....course they all would....NOT!
Eventually, the EASA jobsworths will, surely, have to come to realise that they will have to recognise the FAA licences. Do people believe that there is a safety concern as EASA would have us believe, without a shred of evidence, or believe that this is a money generating exercise....just think of the cash EASA COULD get if all the foreign registrations had to re-register?? Regulating the FAA registered aircraft based in the EU for example, is a different matter, especially for the FAA and best left for a different thread altogether.
As I write this, I thought I would look out of the window onto the apron of the airfield I am sat at in France to see what is registered where. I can clearly read the registrations of about 10 private/hired Jets. 1 is on the G registration, 1 the LX, 4 on the N reg, 3 on the A6 reg and 1 on the P4. So, lets ban the Foreign Reg here right now and we have just lost 80 per cent of the business generated, not even including the fact that the foreign stuff is ALL bigger than the EASA stuff.
Anyway....I digress. Let us agree though, that recognising FAA peeps that have been flying in Europe for years, or making their honest living whilst flying Foreign Reg in Europe for hundreds, or thousands of hours, is the best way forward. Let us issue them with a JAA licence based on their current FAA one if Foreign Reg ¨has¨ to be banned, so that we dont prematurely ground some top notch, incredibly talented pilots if they measure up to the flying standard. The important thing here is FLIGHT safety. I would rather share the sky with an FAA pilot with thousands of hours, than with a 200 hour newbie fresh out of Oxford. It is experience, skill, real World understanding and common sense that matters, not classroom ability.....I for one only hope that jobsworths the World over see that before it is too late!
......did I really just write all that???? Ooops! Yes, you did. Enjoy your thread ban.
Duck
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NuName.
Who's bitching? A few people expressing their opinions on the difficulty of obtaining their licences. Sorry if you only have the one and can't join in
733driver. Spot on with the FSI (US) comments, tick in the box every time and of course a great job. I'd comment further on 411A's posts but I can't see him these days, he's on my ignore list. I'm guessing though that it'll be along the lines of FAA licenced pilots are the best in the world, the L1011 makes him moist and is the best aircraft ever built etc etc.
Was I close?
Who's bitching? A few people expressing their opinions on the difficulty of obtaining their licences. Sorry if you only have the one and can't join in
733driver. Spot on with the FSI (US) comments, tick in the box every time and of course a great job. I'd comment further on 411A's posts but I can't see him these days, he's on my ignore list. I'm guessing though that it'll be along the lines of FAA licenced pilots are the best in the world, the L1011 makes him moist and is the best aircraft ever built etc etc.
Was I close?
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So... are they any jobs ?
So.........On another tangent....anyone know of jobs in Europe on N-Registered aircraft?
Living in Spain and already applied with TAG as someone previously had said. Have been trying to cross-reference LAAS foreign registered aircraft with the FAA registry, and use airlines.net to grab the photo in anticipation that someon knows the company name..
Doing that for more then 10 minutes will drive you mad!
So would anyone happen to know of something available?
ATP
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THANKS EVERYONE!
Living in Spain and already applied with TAG as someone previously had said. Have been trying to cross-reference LAAS foreign registered aircraft with the FAA registry, and use airlines.net to grab the photo in anticipation that someon knows the company name..
Doing that for more then 10 minutes will drive you mad!So would anyone happen to know of something available?
ATP
5,800 TT
4,500 Jet
Falcon 20, Citation 650
Please PM me
THANKS EVERYONE!
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Flintstone
Dont be so quick to assume that my post was directed at you, it was not. I am not in the situation where I only have one licence, I happen to like private op's much more that AOC and get a little bored with the constant derisory comments aimed at N reg ops, especialy when the comments come from folks who obviously fancy a particular job, dont have the licence and instead of doing something about the licence bad mouth those that are doing it. Now that is not you is it.
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Luckily the EU allows N-reg aircraft to be operated here and luckily the FAA makes it very easy to convert our JAA license. This means that there are more aircraft in Europe and since you have to be an EU citizen to work in the EU it means more employment for us. If one would make it harder to fly a N-reg in the EU, a lot of them, could even be the majority of them, will not be replaced by EU registered aircraft. Having a N-reg is cheaper for the owner and allows more of them to own their own aircraft. For some there are significant tax advantages in owning an N-reg.
Finally a good answer, so if all you elitist JAR boys want to chew that over for a bit
Letting an EU citizen fly an N reg aeroplane based in the EU on an FAA ticket is not taking your jobs away Chances are, if the EU/ JAR bring in some lame restrictions, the owners will then just change to VP or M reg. then what are you going to complain about?
Clearly the owners do not want to register their aeroplanes G or F or whatever for a reason (financial, maybe)
Come on people, wake up and smell the coffee.
Finally a good answer, so if all you elitist JAR boys want to chew that over for a bit
Letting an EU citizen fly an N reg aeroplane based in the EU on an FAA ticket is not taking your jobs away Chances are, if the EU/ JAR bring in some lame restrictions, the owners will then just change to VP or M reg. then what are you going to complain about?
Clearly the owners do not want to register their aeroplanes G or F or whatever for a reason (financial, maybe)
Come on people, wake up and smell the coffee.
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My 0.02p's worth.....
Done three types at FSI all in America, all combined JAA & FAA rides as I have both ATP's.
I would like to add that its the FAA rides that concern me, none of this "lets see that again please" on the JAA. Cock up your checkride on the FAA and you will feel the motion coming off and the beep of the gantry fairly quick followed by pink slips and coffee.
Not one of the Orals was less than an hour, some were 2 hours long. And I did know my stuff. My ATP additional oral included the filed ICAO differences by the USA on runway markings!
I have never known the aircraft systems better than that day, I can hoinestly say the extra effort deployed to sail through that oral has served me well operationally on numerous occasions. Would I honestly know my aircraft as well now if I hadn't done the FAA?........No.
The exams are irrelevant, the only beneficial hoop that JAA has over the FAA is that the initial IR has to be done with an authoritative examiner in the UK in the US thats not the case. Going forward the training and checking on the FAA is very thorough especially on 135, none of these 25minute pad it out to an hour OPC's that small AOC operators over here get away with especially when times are hard.
Lets have a little respect for our fellow aviators - not for which piece of paper he's carrying around in his flight bag.....but for where he/she has been in what type and for how long he/shes been doing it!
Done three types at FSI all in America, all combined JAA & FAA rides as I have both ATP's.
I would like to add that its the FAA rides that concern me, none of this "lets see that again please" on the JAA. Cock up your checkride on the FAA and you will feel the motion coming off and the beep of the gantry fairly quick followed by pink slips and coffee.
Not one of the Orals was less than an hour, some were 2 hours long. And I did know my stuff. My ATP additional oral included the filed ICAO differences by the USA on runway markings!
I have never known the aircraft systems better than that day, I can hoinestly say the extra effort deployed to sail through that oral has served me well operationally on numerous occasions. Would I honestly know my aircraft as well now if I hadn't done the FAA?........No.
The exams are irrelevant, the only beneficial hoop that JAA has over the FAA is that the initial IR has to be done with an authoritative examiner in the UK in the US thats not the case. Going forward the training and checking on the FAA is very thorough especially on 135, none of these 25minute pad it out to an hour OPC's that small AOC operators over here get away with especially when times are hard.
Lets have a little respect for our fellow aviators - not for which piece of paper he's carrying around in his flight bag.....but for where he/she has been in what type and for how long he/shes been doing it!
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NuName.
I know you weren't aiming at me but does that preclude me from commenting? Free speech and all that.
Why would I deride the FAA licence when I hold one? I'm still entitled to an opinion and mine is that the ease with which one can be obtained gives the impression of less worth. I've never found the FAA checkrides to be more onerous than JAA or CASA either.
I know you weren't aiming at me but does that preclude me from commenting? Free speech and all that.
Why would I deride the FAA licence when I hold one? I'm still entitled to an opinion and mine is that the ease with which one can be obtained gives the impression of less worth. I've never found the FAA checkrides to be more onerous than JAA or CASA either.
