EASA CPL to CASA CPL
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EASA CPL to CASA CPL
Dear fellow pilots,
I am a commercial pilot with an EASA license, currently flying in Europe. Recently, I had the chance to visit Australia and made contact with a company there. A couple of days ago, I received an email in which they offered me a pilot position.
However, before considering the working visa process (which is a separate matter), I need to convert my EASA license to a CASA license. Upon initial research, it seems that converting from an EASA CPL to a NZ-CPL is easier than converting to a CASA CPL. New Zealand and Australia have a relatively simple procedure for accepting each other's licenses.
I would greatly appreciate any advice or suggestions on which direction to pursue.
Thank you all sincerely.
c185
I am a commercial pilot with an EASA license, currently flying in Europe. Recently, I had the chance to visit Australia and made contact with a company there. A couple of days ago, I received an email in which they offered me a pilot position.
However, before considering the working visa process (which is a separate matter), I need to convert my EASA license to a CASA license. Upon initial research, it seems that converting from an EASA CPL to a NZ-CPL is easier than converting to a CASA CPL. New Zealand and Australia have a relatively simple procedure for accepting each other's licenses.
I would greatly appreciate any advice or suggestions on which direction to pursue.
Thank you all sincerely.
c185
Join Date: Sep 2016
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I cant post the URL because I havnt posted enough, but the CASA website says they assess EASA licence conversions on a case by case basis. So you need to contact them, as no one can really say what CASA will make you do for a conversion. Maybe someone has their own experience you can judge off, but I would say your first step is to contact both CASA and the NZ CAA and they will tell you exactly what they want, and then you can compare the two and weigh up your options.
More evidence that the whole VET loan scam is a rort, when there are hundreds of wannabees being churned out of the sausage factories but employers have to recruit CPLs from overseas.
It would be understandable if it was ATPL conversion, but CPL?
It would be understandable if it was ATPL conversion, but CPL?
Last edited by Clare Prop; 1st Jun 2023 at 02:01.
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Thanks for the feedback so far.
The situation in Europe is the same: lots of low-hour wannabes, and the major airlines are struggling to find experienced pilots. And Flight schools are spitting out out fresh graduates like crazy.
My least intention is to take anybody's job. It took me 20 years to build my experience and qualifications to be in this position. The problem nowadays lies with insurance requirements. For operators, it is extremely difficult to find experienced float pilots who meet the insurance criteria. In the US, for example, some insurance companies demand 1000 hours of float time and 500 hours on a specific aircraft type before considering coverage.
Here's my advice: create a plan for yourself, envisioning WHERE and WHAT you want to be flying in 10 to 15 years. Then, obtain the necessary licenses, qualify yourself, build a reputation, establish contacts with operators, and be more strategic than the competition. Take small steps because building a career is not a sprint—it's a marathon. Most pilots don't realize how much fun they can have along the way.
Another aspect I've experienced is that as soon as you reach your goal, you'll soon find yourself wondering, "What's next?" So shoot high and aim low!
The situation in Europe is the same: lots of low-hour wannabes, and the major airlines are struggling to find experienced pilots. And Flight schools are spitting out out fresh graduates like crazy.
My least intention is to take anybody's job. It took me 20 years to build my experience and qualifications to be in this position. The problem nowadays lies with insurance requirements. For operators, it is extremely difficult to find experienced float pilots who meet the insurance criteria. In the US, for example, some insurance companies demand 1000 hours of float time and 500 hours on a specific aircraft type before considering coverage.
Here's my advice: create a plan for yourself, envisioning WHERE and WHAT you want to be flying in 10 to 15 years. Then, obtain the necessary licenses, qualify yourself, build a reputation, establish contacts with operators, and be more strategic than the competition. Take small steps because building a career is not a sprint—it's a marathon. Most pilots don't realize how much fun they can have along the way.
Another aspect I've experienced is that as soon as you reach your goal, you'll soon find yourself wondering, "What's next?" So shoot high and aim low!
PPRuNe Handmaiden
c185, a friendly word of advice from someone who did the "hard yards" in Australia and who now flies a jet in Europe, your advice, whilst well meaning, comes across as very sarcastic and "know-it-all". This will not go down well.
The market in Australia is significantly tougher than Europe.
Any way, I had a look at the CASA site and the NZ CAA site re conversions. The CASA requirements are pretty well laid out with realistic time frames and costs, the NZ one, not so much in spite being more or less the same. It's a pity you don't have a UK CAA CPL (thanks to BREXIT...) otherwise the process would have been very straight forward with the NZ CAA.
CASA looks at EASA licences on a case by case situation, so you might find the process even easier than you thought.
The market in Australia is significantly tougher than Europe.
Any way, I had a look at the CASA site and the NZ CAA site re conversions. The CASA requirements are pretty well laid out with realistic time frames and costs, the NZ one, not so much in spite being more or less the same. It's a pity you don't have a UK CAA CPL (thanks to BREXIT...) otherwise the process would have been very straight forward with the NZ CAA.
CASA looks at EASA licences on a case by case situation, so you might find the process even easier than you thought.
