Converting Aust CPL to NZ CPL
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Converting Aust CPL to NZ CPL
I know this has been asked , just couldn't find the thread.
As we know there is a fast track method of conversion via TTMRA.
The thread I saw mentioned some "mountain awareness" training maybe ten hours that would have to be done for an Aust CPL to convert to NZ CPL.
Obviously this would have to be done in NZ - anyone got any good recommendations , for a 500 or so hour CPL , but fly really for personal business travel. So perhaps not looking so much at the "airline type" academies.
Would actually like to combine it with a CIR , to take advantage of the exchange rate.
One more question. Those converting an Australian ATPL to NZ ATPL - do they have to do this or not necessary considering the higher levels they fly at
As we know there is a fast track method of conversion via TTMRA.
The thread I saw mentioned some "mountain awareness" training maybe ten hours that would have to be done for an Aust CPL to convert to NZ CPL.
Obviously this would have to be done in NZ - anyone got any good recommendations , for a 500 or so hour CPL , but fly really for personal business travel. So perhaps not looking so much at the "airline type" academies.
Would actually like to combine it with a CIR , to take advantage of the exchange rate.
One more question. Those converting an Australian ATPL to NZ ATPL - do they have to do this or not necessary considering the higher levels they fly at
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I'd be surprised if you could combine it with an Instrument Rating (not generally called 'Command' in NZ, your MEIR or SEIR is just tagged single pilot or multi crew) seeing as though you generally don't do reversal turns and other manoeuvres below MSA in mountainous terrain during IR training.
I'd recommend going somewhere down south, such as the Wakatipu Aero Club. Little more expensive than some other schools, but the training and more so training environment is unreal and you'll learn quite a lot. Would also vouch for the Canterbury Aero Club- prices a little better than Queenstown but still some pretty magical scenery.
I'd recommend going somewhere down south, such as the Wakatipu Aero Club. Little more expensive than some other schools, but the training and more so training environment is unreal and you'll learn quite a lot. Would also vouch for the Canterbury Aero Club- prices a little better than Queenstown but still some pretty magical scenery.
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Try Wanaka flight training
Talk to Peter at Wanaka.
Cheaper than ZQN with the same mountains just 15 mins flight away , cheaper landing fees and no ATC to deal with.
Does a number of Conversions for overseas pilots.
Foreign Pilots « Learn To Fly New Zealand
Mountain Flying « Learn To Fly New Zealand
Cheaper than ZQN with the same mountains just 15 mins flight away , cheaper landing fees and no ATC to deal with.
Does a number of Conversions for overseas pilots.
Foreign Pilots « Learn To Fly New Zealand
Mountain Flying « Learn To Fly New Zealand
Southern Wings in Invercargill is the place. CAA approved simulator, and instrument training can be flown to both Te Anau and Alexandra. Once you've flown your approach, break off to VFR and do so some awareness training, then IFR back to Invercargill.
To answer your other question on ATPL conversion. At the time of the conversion, all CURRENT qualifications are recognised, including the I.R.
What CAA will give you depends on what the CASA Letter of Authentication says. e.g. if it says that you have GNSS approach on your I.R. you get that endorsement. They will only add aircraft type ratings if those types are currently on the NZ Register.
For complex types (jet etc) they want logbook evidence that you have actually flown them.
Do a medical, do a check in the simulator on the type you will be flying, include the I.R. renewal with that check, and job is as good as done.
CAA NZ are most co-operative. I wonder if Kiwis find it as easy coming the other way to our CASA system.
What CAA will give you depends on what the CASA Letter of Authentication says. e.g. if it says that you have GNSS approach on your I.R. you get that endorsement. They will only add aircraft type ratings if those types are currently on the NZ Register.
For complex types (jet etc) they want logbook evidence that you have actually flown them.
Do a medical, do a check in the simulator on the type you will be flying, include the I.R. renewal with that check, and job is as good as done.
CAA NZ are most co-operative. I wonder if Kiwis find it as easy coming the other way to our CASA system.
I agree with 'Mach' the NZ CAA are like a breath of fresh air compared to CASA. Very friendly and helpful. I have just converted an Aussie ATPL to a Kiwi one. One area that slowed me down was the 'Fit and Proper Person' application. It requires both a Federal and State Police Certificate which took a month to come through. I have been living overseas for 11 years so I'm not sure if that was the problem.
With the 'experience' form the question about how much mountain flying I've done I wrote in 'none' and it didn't seem to upset anybody. I've flown over most of the world's mountains without hitting any. I guess it relates to low level VFR. (who knows what they mean).
The medical was straight forward and for my age not even a stress ECG.
Just renewed my CASA medical and yes on the tread-mill until nearly purple.
The NZ CAA reminds me of the old DCA, quaint but harmless.
With the 'experience' form the question about how much mountain flying I've done I wrote in 'none' and it didn't seem to upset anybody. I've flown over most of the world's mountains without hitting any. I guess it relates to low level VFR. (who knows what they mean).
The medical was straight forward and for my age not even a stress ECG.
Just renewed my CASA medical and yes on the tread-mill until nearly purple.
The NZ CAA reminds me of the old DCA, quaint but harmless.
Last edited by By George; 14th Jun 2013 at 09:50.
An example of how CAA is helpful. Not through any fault of my own, the police clearance was also slow to come. But I could not do a simulator check and IR test unless I actually held a NZ licence. Logical enough - you can't hold an IR if there is no licence to attach it to.
So, in order to get a licence number, CAA accepted an affidavit in lieu of the police clearance. Licence produced but witheld until they sighted the police clearance. As an interim measure, the nice lady in Licencing sent me a photo-copy of the licence so that I had something to show the testing officer.
Would CASA do that?
However, the smart thing to do is get the police clearance moving at least a month before submitting the paperwork. The actual issue only takes about five working days.
From receipt of all paperwork, could CASA deliver a licence in five days?
I think the mountain flying thing referred to is a separate endorsement like our low flying one that we need for mustering etc. Hence probably more applicable for a CPL doing ski trips and scenics etc.
So, in order to get a licence number, CAA accepted an affidavit in lieu of the police clearance. Licence produced but witheld until they sighted the police clearance. As an interim measure, the nice lady in Licencing sent me a photo-copy of the licence so that I had something to show the testing officer.
Would CASA do that?
However, the smart thing to do is get the police clearance moving at least a month before submitting the paperwork. The actual issue only takes about five working days.
From receipt of all paperwork, could CASA deliver a licence in five days?
I think the mountain flying thing referred to is a separate endorsement like our low flying one that we need for mustering etc. Hence probably more applicable for a CPL doing ski trips and scenics etc.
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There is definitely no mountain flying endorsement under the NZCAA.
As to whether it affects the issue of any particular license under the TTMRA provisions - read the document, ask Civil Aviation Authority of New Zealand .
Thank you Oktas. A useful reply, compared with the rather snippy tone of post #9.
My education continues, and always happy to have it so.
Either an ATPL conversion is exempted from this requirement or CAA looked at my time in Iran and PNG and reckoned that I had already seen enough big rocks.
My education continues, and always happy to have it so.
Either an ATPL conversion is exempted from this requirement or CAA looked at my time in Iran and PNG and reckoned that I had already seen enough big rocks.
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Iran & PNG!!!
If you're in a pub in Sydney, I'll buy the beers while you tell me stories. Fair?
I was for several years an instructor / examiner in the NZ system. So perhaps I might be able to help you slightly too. Depends on what area you're going into.
Cheers, O8
If you're in a pub in Sydney, I'll buy the beers while you tell me stories. Fair?
I was for several years an instructor / examiner in the NZ system. So perhaps I might be able to help you slightly too. Depends on what area you're going into.
Cheers, O8
Queenstown is the only gnarly place on my agenda. CAA require a sim check on it then a trip under supervision. Quite right, too.
Possibly this is only a part 121 requirement.
Not dissimilar to CASA's requirements for some RPT destinations, but currently under Aussie charter rules you can go anywhere without a prior visit.
The first time I went to Queenstown was a while ago flying a VH and because it was a charter we did nothing more than read all about it. Lucky the wx was good, hey?
In a perfect world CASA would see the light and adopt the NZ rules, then in theory we could just have a common licence. But wait, that would be too logical. The only practical reason why we couldn't is because 80% of our aerodromes don't meet NZ part 139 standards.
Possibly this is only a part 121 requirement.
Not dissimilar to CASA's requirements for some RPT destinations, but currently under Aussie charter rules you can go anywhere without a prior visit.
The first time I went to Queenstown was a while ago flying a VH and because it was a charter we did nothing more than read all about it. Lucky the wx was good, hey?
In a perfect world CASA would see the light and adopt the NZ rules, then in theory we could just have a common licence. But wait, that would be too logical. The only practical reason why we couldn't is because 80% of our aerodromes don't meet NZ part 139 standards.
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NZCAA do not distinguish between paying passengers (charter) and paying passengers (RPT). But they do discriminate on number of pax seats & max cargo capacity. Hence parts 135, 125 and 121 respectively.
A mandatory sim check sounds like Part 121 to me. There is certainly no CAA restriction on a private operation into any NZ airfield. Airfield operators are of course free to specify any requirements they like, such as PPR.
A mandatory sim check sounds like Part 121 to me. There is certainly no CAA restriction on a private operation into any NZ airfield. Airfield operators are of course free to specify any requirements they like, such as PPR.
