A&P to ??? conversion...
Thread Starter
Joined: Mar 2011
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From: Dubai
A&P to ??? conversion...
Ok , its been asked a hundred times here , but m American, not the quickest. I have a A&P, and IA lisc from the FAA. I moved to Dubai 2 years ago, and have found that FAA lisc doesnt hold alot of weight. Im the DOM of a small airline, in Pakistan, but want to join the Big Boys Club, and do the real airline thing. What lisc would prove to be the most versatile, and how do I go about getting it? Thank you very much
Jim
Jim
Joined: Jun 2008
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From: Behind a dusty desk, and in some really hot, dusty, wet and cold places subject to who is paying the bill. But mostly Gods own land.
So why didn't you sit the local Dubai GCAA exams?
Up until February 1st you could have had a full GCAA license for 60 multiple choice questions, an air-legislation question and a trade question!
Miles.
Up until February 1st you could have had a full GCAA license for 60 multiple choice questions, an air-legislation question and a trade question!
Miles.
Joined: Dec 2009
Posts: 118
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From: in my house
Go for an EASA one.
Allows for use anywhere in the EASA contracting states as well as some not in it. Places like Norway who are not in it still allow it. it is also becoming a model for other places round the world and Australia is currently converting to EASA style regulation, meaning the EASA license should be easily converted.
A&P is still very useful in some places round the world, but EASA and A&P would be a good combination to have. covers most bases to allow easier conversion to a local licence.
just my opinion!
Allows for use anywhere in the EASA contracting states as well as some not in it. Places like Norway who are not in it still allow it. it is also becoming a model for other places round the world and Australia is currently converting to EASA style regulation, meaning the EASA license should be easily converted.
A&P is still very useful in some places round the world, but EASA and A&P would be a good combination to have. covers most bases to allow easier conversion to a local licence.
just my opinion!
Joined: Sep 2010
Posts: 1,339
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From: earth
As an A&P holder myself, I wish I could write for an EASA. Being in the states I never thought it possible, anyone know a loophole? It is rediculous that aviation is a global industry but there is not a global standard.
Joined: Feb 2006
Posts: 230
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From: In the Hangar & on the Line
Grounded27
Being an FAA / EASA Licenced Tech from the UK, I agree. I've even contacted those responsible within EASA and the FAA regarding mutual recognition. Unfortunately, these regulations will continue to be formed by those with very little idea of what an AMT, LAE or LAME actually does.
EASA likes to compare the FAA A&P syllabus with EASA Part 66 in how many 1000's of hours to complete education for example - pathetic!
But an easy 'measurable' variable for academics!
Anyway, currently the only place I can locate close to the USA for performing EASA Part 66 exams is this lot over in Canada.
http://www.bcit.ca/files/transportat..._exam_info.pdf
Hope it helps.
Regards
BAe
Being an FAA / EASA Licenced Tech from the UK, I agree. I've even contacted those responsible within EASA and the FAA regarding mutual recognition. Unfortunately, these regulations will continue to be formed by those with very little idea of what an AMT, LAE or LAME actually does.
EASA likes to compare the FAA A&P syllabus with EASA Part 66 in how many 1000's of hours to complete education for example - pathetic!
But an easy 'measurable' variable for academics!
Anyway, currently the only place I can locate close to the USA for performing EASA Part 66 exams is this lot over in Canada.
http://www.bcit.ca/files/transportat..._exam_info.pdf
Hope it helps.
Regards
BAe
Joined: Feb 2006
Posts: 230
Likes: 0
From: In the Hangar & on the Line
topotopo
I was under the impression ENAC was quite particular about conversions.
When British Airways Engineering submitted applications for four Italian Nationals based at the BA Rome Line Station in 2006 for FAA A&P based approvals conversion to B1.1. ENAC would then only afford Cat A1 AMLs to these staff.
British Airways required these personnel to hold B1.1 licences. The UKCAA SRG then issued B1.1 (restricted) licences with NO examinations and very illegally - no conversion reports for the individuals concerned.
Sadly, there will never be any official consequence to these actions as mentioned in a recent ALAE Tech log section about meetings with EASA.
There are EASA NAA's with many 1000's of irregularities with aircraft maintenance licences but will they actually ever be fully corrected? No.
The current Indian DGAC FCL fiasco is almost equivalent to what has quietly gone on in many EASA NAA's with Engineer Licensing over the last 8+ years. The silence on this issue is deafening.
Topotopo, its difficult to see how ENAC could/would convert non-EASA AMLs in 2011 given that all 'transition periods' have passed. Unless you are willing to share more information?
BAe
I was under the impression ENAC was quite particular about conversions.
When British Airways Engineering submitted applications for four Italian Nationals based at the BA Rome Line Station in 2006 for FAA A&P based approvals conversion to B1.1. ENAC would then only afford Cat A1 AMLs to these staff.
British Airways required these personnel to hold B1.1 licences. The UKCAA SRG then issued B1.1 (restricted) licences with NO examinations and very illegally - no conversion reports for the individuals concerned.
Sadly, there will never be any official consequence to these actions as mentioned in a recent ALAE Tech log section about meetings with EASA.
There are EASA NAA's with many 1000's of irregularities with aircraft maintenance licences but will they actually ever be fully corrected? No.
The current Indian DGAC FCL fiasco is almost equivalent to what has quietly gone on in many EASA NAA's with Engineer Licensing over the last 8+ years. The silence on this issue is deafening.
Topotopo, its difficult to see how ENAC could/would convert non-EASA AMLs in 2011 given that all 'transition periods' have passed. Unless you are willing to share more information?
BAe
Joined: Apr 2008
Posts: 36
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From: somewhere warm
Canada to Easa with BCIT.... in Vancouver
In response to the post about converting the Canadian license to EASA, if you have the Canadian License you can write the module exams with BCIT without having to take a full course, currently I am doing my exams with BCIT, will let you know how things go after I finish but it is not very difficult but you must study, definitely more difficult exams than the FAA, but nothing that you shouldnt be able to pass if you have studied.... only thing is if your not living in Richmond it is kind of expensive to travel and write the exams.
if anyone needs info pm me, if you need some info about getting the A&P as well feel free to pm
if anyone needs info pm me, if you need some info about getting the A&P as well feel free to pm
Joined: Apr 2008
Posts: 36
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From: somewhere warm
canada to easa & easa to canada
People in the UK can take the canadian exams in the UK, there is a partnership with BCIT and a Uk school, there is also an online school you can take that will allow you to get the canadian license, talking about CASA it sounds as though everyone and anyone must enter Australia to write exams (At least air regs) no matter what, unless someone knows something i don't? if you do please share....
Joined: Oct 2007
Posts: 15
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From: St Athan
The UK appears to be running examinations in the Middle East, you would need to look at http://www.caainternational.com/site...p?category=305 for the details of centres.
BCIT is a Part-147 organisation (looked after by the UK CAA for EASA) so they could let you sit examinations in BC (its north of Vancouver).
BCIT is a Part-147 organisation (looked after by the UK CAA for EASA) so they could let you sit examinations in BC (its north of Vancouver).
