IR compared to IMC?
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There are other differences JAA v. FAA that are significant for many people.
The CAA Class 1 audiogram (and indeed much of the CAA Class 1 medical) has a demonstrated ability option which you can invoke on any renewal.
You then get e.g. unlimited uncorrected vision, and unlimited hearing loss, and you can fly commercial as an ATPL on that.
The problem for many is that the JAA initial medical has no demonstrated ability route, whereas e.g. the FAA medical does. It does not make sense to have an initial medical different to a renewal medical, if you think about it.
On the colour vision for example, the FAA allows you to take the demo ability as far as recognising standard tower lights, which is not a problem for the vast majority of pilots who can see all the normal colours one sees in normal life, but would otherwise fail the Isihara and even the Lantern Test.
To answer an earlier question, there is little point in somebody working to be an airline pilot to do the IMCR unless they intend to fly privately also. The whole drift of airline pilot training nowadays is to go away from the traditional "self improver" route to a quick integrated course, mostly in a simulator, and then straight into the RH seat. The airline pilot needs to not have a clue about GA flying.
The CAA Class 1 audiogram (and indeed much of the CAA Class 1 medical) has a demonstrated ability option which you can invoke on any renewal.
You then get e.g. unlimited uncorrected vision, and unlimited hearing loss, and you can fly commercial as an ATPL on that.
The problem for many is that the JAA initial medical has no demonstrated ability route, whereas e.g. the FAA medical does. It does not make sense to have an initial medical different to a renewal medical, if you think about it.
On the colour vision for example, the FAA allows you to take the demo ability as far as recognising standard tower lights, which is not a problem for the vast majority of pilots who can see all the normal colours one sees in normal life, but would otherwise fail the Isihara and even the Lantern Test.
To answer an earlier question, there is little point in somebody working to be an airline pilot to do the IMCR unless they intend to fly privately also. The whole drift of airline pilot training nowadays is to go away from the traditional "self improver" route to a quick integrated course, mostly in a simulator, and then straight into the RH seat. The airline pilot needs to not have a clue about GA flying.
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The airline pilot needs to not have a clue about GA flying.
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There is a caveat for Alaska.
1) You have to receive the flight training in Alaska
2) You have to reside in Alaska
Then you MUST obtain the night training within 12 months of the certificate being issued - otherwise the Certificate in its entirety becomes invalid for all flying privileges.
See FAR 61.110
1) You have to receive the flight training in Alaska
2) You have to reside in Alaska
Then you MUST obtain the night training within 12 months of the certificate being issued - otherwise the Certificate in its entirety becomes invalid for all flying privileges.
See FAR 61.110
What was the definition of "night" again for Alaska? Something with the center of the disc being six degrees below the horizon or something?
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bose-x
Quote:
As does the FAA PPL..... Alaska excepted.
There is a caveat for Alaska.
1) You have to receive the flight training in Alaska
2) You have to reside in Alaska
Then you MUST obtain the night training within 12 months of the certificate being issued - otherwise the Certificate in its entirety becomes invalid for all flying privileges.
Quote:
As does the FAA PPL..... Alaska excepted.
There is a caveat for Alaska.
1) You have to receive the flight training in Alaska
2) You have to reside in Alaska
Then you MUST obtain the night training within 12 months of the certificate being issued - otherwise the Certificate in its entirety becomes invalid for all flying privileges.
Yes I know, that was why I was making the point before some smart arse came along and pointed out technically you could have an FAA PPL without flight at night.
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IMC to IR
I have no interest in commercial aviating, but the IR is a personal goal.
Does anyone have an opinion on getting an IMC followed by conversion training to FAA IR then to JAA IR, merely for self improvement with the added bonus of greater privileges?
Does anyone have an opinion on getting an IMC followed by conversion training to FAA IR then to JAA IR, merely for self improvement with the added bonus of greater privileges?
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RVFlyer,
That's the route I took (currently FAA IR holder and now converting to JAA IR).
The reason I went down the FAA route is that we purchased an N-reg aircraft.
With hindsight, if I didn't have an N-reg aircraft, I'd have gone straight down the JAA IR route and not bothered with the FAA (assuming I was able to meet the additional medical requirements outlined above).
That's the route I took (currently FAA IR holder and now converting to JAA IR).
The reason I went down the FAA route is that we purchased an N-reg aircraft.
With hindsight, if I didn't have an N-reg aircraft, I'd have gone straight down the JAA IR route and not bothered with the FAA (assuming I was able to meet the additional medical requirements outlined above).
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Unfortunately one is comparing two moving targets: FAA IR done in the USA, probably pre-9/11, with JAA IR done here in the UK today. Or, FAA IR done in the UK today, with the problems with FAA examiner availability and a host of other issues, versus a JAA IR done here in the UK today.
Today, based on what I have seen, the JAA IR ground school is probably 5x more study than the FAA IR, but the added hassle of any flight training in the USA changes the picture significantly for many people.
It however remains true that the "best hours credit" route remains
IMCR
FAA IR (full credit given for all IMCR training and all solo instrument time)
JAA IR (credit given for previous ICAO IR training, all but 15hrs in the UK)
The IMCR represents excellent value to a UK PPL who needs a significant mission capability improvement. For UK IFR flying, the full IR adds little beyond that unless one has access to (and the budget for) a much more capable plane than the average rental spamcan.
There are indications of a substantial PPL/IR theory reduction and I have this on good authority, but have to say that this has been "just around the corner" for as long as I have been flying, yet the European IR has got harder at every modification, for as many years as anybody I know has been flying. All attempts at simplification have been smartly crippled before implementation. One has to wait and see. However, I would not do the JAA IR today unless I had an actual need - it isn't likely (IMHO) to get any harder under EASA and it could well get easier.
Today, based on what I have seen, the JAA IR ground school is probably 5x more study than the FAA IR, but the added hassle of any flight training in the USA changes the picture significantly for many people.
It however remains true that the "best hours credit" route remains
IMCR
FAA IR (full credit given for all IMCR training and all solo instrument time)
JAA IR (credit given for previous ICAO IR training, all but 15hrs in the UK)
The IMCR represents excellent value to a UK PPL who needs a significant mission capability improvement. For UK IFR flying, the full IR adds little beyond that unless one has access to (and the budget for) a much more capable plane than the average rental spamcan.
There are indications of a substantial PPL/IR theory reduction and I have this on good authority, but have to say that this has been "just around the corner" for as long as I have been flying, yet the European IR has got harder at every modification, for as many years as anybody I know has been flying. All attempts at simplification have been smartly crippled before implementation. One has to wait and see. However, I would not do the JAA IR today unless I had an actual need - it isn't likely (IMHO) to get any harder under EASA and it could well get easier.
