Aspiring Pilot - Have Some Questions
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Aspiring Pilot - Have Some Questions
Hello all,
After having an excellent flight into Gruyères as co-pilot this past weekend, I'm now thinking seriously about getting my PPL. I've decided that I definitely want to do it in Florida and have already chosen my school. I just am wondering on the licensing questions.
To explain, I am a US citizen with Swiss residence, and plan on staying here, so I believe I fall into the JAR/EASA category in terms of what license I need. As far as I know, there's no visa requirement/TSA clearance required for me to train in FL (right?). But what I do have questions on:
1. I see you can get an FAA PPL and then convert to an EASA license when you have 100 hours and Swiss air law etc. That sounds good, but to get the FAA PPL, that would mean when I come back to CH after having done my requisite 40-60 hours, I still have to do another 40-60 (total 100) hours on an N-registered a/c in Switzerland, right? Or can I fly a Swiss-reg plane on an FAA PPL?
2. What is the difference between JAR and EASA? Unless I'm reading this wrong (FOCA - Introduction of the European Regulation concerning Aircrew Licences (Part.FCL) Section 5 Training), the major differences re training are that you cannot self-study, and cannot take exams in different countries. But apparently, you can get grandfathered into the EASA system if you get your JAR-PPL now, doing self-study? The reason I ask is because self-study, and doing theory exams either in USA or CH before I go for practical in USA would be VERY attractive to me. Any guidance?
3. Re self-study, if it is possible, then where do I get the books/materials? Which ones are best? I've heard there are good iPad apps around. Suggestions?
More later. Thanks in advance for the help!
After having an excellent flight into Gruyères as co-pilot this past weekend, I'm now thinking seriously about getting my PPL. I've decided that I definitely want to do it in Florida and have already chosen my school. I just am wondering on the licensing questions.
To explain, I am a US citizen with Swiss residence, and plan on staying here, so I believe I fall into the JAR/EASA category in terms of what license I need. As far as I know, there's no visa requirement/TSA clearance required for me to train in FL (right?). But what I do have questions on:
1. I see you can get an FAA PPL and then convert to an EASA license when you have 100 hours and Swiss air law etc. That sounds good, but to get the FAA PPL, that would mean when I come back to CH after having done my requisite 40-60 hours, I still have to do another 40-60 (total 100) hours on an N-registered a/c in Switzerland, right? Or can I fly a Swiss-reg plane on an FAA PPL?
2. What is the difference between JAR and EASA? Unless I'm reading this wrong (FOCA - Introduction of the European Regulation concerning Aircrew Licences (Part.FCL) Section 5 Training), the major differences re training are that you cannot self-study, and cannot take exams in different countries. But apparently, you can get grandfathered into the EASA system if you get your JAR-PPL now, doing self-study? The reason I ask is because self-study, and doing theory exams either in USA or CH before I go for practical in USA would be VERY attractive to me. Any guidance?
3. Re self-study, if it is possible, then where do I get the books/materials? Which ones are best? I've heard there are good iPad apps around. Suggestions?
More later. Thanks in advance for the help!
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As you are a US citizen I suppose you indeed do not need the visum and TSA clearance. Not sure if they make a difference w/ you being a non-resident though.
For the licence you can as well go straight for the EASA PPL (UK) in Florida and then convert that to the local EASA version of CH. That would be the most easy. If you choose to first do the FAA then, yes, you could apply for a conversion once you have your 100h on a N-registered plane. The hours you spent for the training are included in those if I am correct.
JAA/EASA: JAA is history, EASA is the current future and we are in full transition period. Am not sure about the school locations etc you refer to in your Q2 but I think the Florida based schools recognised by the UK's authorities are still doing fine under EASA's rules.
Self study: the way to go, at least for me; did the same (for UK JAA) while in Hong Kong and at least did not fall asleep in the class. I am not familiar w/ the study sources for the FAA program, but there are plenty around. For the UK books I relied mostly on Jeremy Pratt's books, and airquiz.com.
Hope this helps
For the licence you can as well go straight for the EASA PPL (UK) in Florida and then convert that to the local EASA version of CH. That would be the most easy. If you choose to first do the FAA then, yes, you could apply for a conversion once you have your 100h on a N-registered plane. The hours you spent for the training are included in those if I am correct.
JAA/EASA: JAA is history, EASA is the current future and we are in full transition period. Am not sure about the school locations etc you refer to in your Q2 but I think the Florida based schools recognised by the UK's authorities are still doing fine under EASA's rules.
Self study: the way to go, at least for me; did the same (for UK JAA) while in Hong Kong and at least did not fall asleep in the class. I am not familiar w/ the study sources for the FAA program, but there are plenty around. For the UK books I relied mostly on Jeremy Pratt's books, and airquiz.com.
Hope this helps
Last edited by XLC; 21st Aug 2012 at 23:41.
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Thanks XLC for the info.
Re conversion: Typically is there anything required other than local Air Law and a valid medical (as well as other smaller requirements like criminal record?)? Just not looking to get an EASA (UK) PPL only to have to pay boatloads to have it converted to a Swiss PPL.
Re conversion: Typically is there anything required other than local Air Law and a valid medical (as well as other smaller requirements like criminal record?)? Just not looking to get an EASA (UK) PPL only to have to pay boatloads to have it converted to a Swiss PPL.
Originally Posted by StingrayCH
Hello all,
After having an excellent flight into Gruyères as co-pilot this past weekend,
After having an excellent flight into Gruyères as co-pilot this past weekend,
I'm now thinking seriously about getting my PPL.
I've decided that I definitely want to do it in Florida and have already chosen my school. I just am wondering on the licensing questions.
To explain, I am a US citizen with Swiss residence, and plan on staying here, so I believe I fall into the JAR/EASA category in terms of what license I need.
As far as I know, there's no visa requirement/TSA clearance required for me to train in FL (right?).
But what I do have questions on:
1. I see you can get an FAA PPL and then convert to an EASA license when you have 100 hours and Swiss air law etc. That sounds good, but to get the FAA PPL, that would mean when I come back to CH after having done my requisite 40-60 hours, I still have to do another 40-60 (total 100) hours on an N-registered a/c in Switzerland, right? Or can I fly a Swiss-reg plane on an FAA PPL?
1. I see you can get an FAA PPL and then convert to an EASA license when you have 100 hours and Swiss air law etc. That sounds good, but to get the FAA PPL, that would mean when I come back to CH after having done my requisite 40-60 hours, I still have to do another 40-60 (total 100) hours on an N-registered a/c in Switzerland, right? Or can I fly a Swiss-reg plane on an FAA PPL?
2. What is the difference between JAR and EASA? Unless I'm reading this wrong (FOCA - Introduction of the European Regulation concerning Aircrew Licences (Part.FCL) Section 5 Training), the major differences re training are that you cannot self-study, and cannot take exams in different countries. But apparently, you can get grandfathered into the EASA system if you get your JAR-PPL now, doing self-study?
The reason I ask is because self-study, and doing theory exams either in USA or CH before I go for practical in USA would be VERY attractive to me. Any guidance?
3. Re self-study, if it is possible, then where do I get the books/materials? Which ones are best? I've heard there are good iPad apps around. Suggestions?
G
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Stingray,
Although I am UK based I decided on the Florida route for my PPL, for study purposes I used Gleim Aviation
My flight school suggested the Gleim study course
Their online course gave me the chance to study while home in the UK, by the time I arrived in Florida to begin the first stage of my flight training I was ready to take my FFA written.
Although I am UK based I decided on the Florida route for my PPL, for study purposes I used Gleim Aviation
My flight school suggested the Gleim study course
Their online course gave me the chance to study while home in the UK, by the time I arrived in Florida to begin the first stage of my flight training I was ready to take my FFA written.
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I would go for the FAA and later conversion route. There are quite a few advantages to learning in the US, not least the flying 'in the system' which in general is sorely lacking in European flight training. Others are night VFR and generally more training to use the nav instruments.
I don't know if and how EASA will impact the conversion process, under JAR it was pretty painless. Air Law (which you'll need anyway) and Human Factors test, then the checkride and - at least in the UK - the radio license.
There's one more advantage to doing it this way - you end up with two standalone licenses. This can be a huge advantage, especially if you want to validate one of them somewhere else in the world, as the FAA is usually much, much quicker in replying than most European CAAs (and I don't even want to think about response times from EASA, if it's them who do this in the future).
I don't know if and how EASA will impact the conversion process, under JAR it was pretty painless. Air Law (which you'll need anyway) and Human Factors test, then the checkride and - at least in the UK - the radio license.
There's one more advantage to doing it this way - you end up with two standalone licenses. This can be a huge advantage, especially if you want to validate one of them somewhere else in the world, as the FAA is usually much, much quicker in replying than most European CAAs (and I don't even want to think about response times from EASA, if it's them who do this in the future).
