FAA ATP to JAA ATPL, (Merged 2009)
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^^^^^ I am pretty much in the same boat as Transsonic!
Is 100% wrong!!!
Spending 30k euros on the conversion would have me at the same cost than doing all the training in Europe!
It is well known and published on this forum and elsewhere, that training FAA and then converting is NOT cheaper and ends up considerably more expensive in the long run
Spending 30k euros on the conversion would have me at the same cost than doing all the training in Europe!
Join Date: Dec 2006
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Hi,
I think I can answer your 3 questions.
First off, I assume you have the legal right to live and work in the EU, if not then it is pointless to do the JAA licensing.
1. The JAA is the governing body of aviation in the EU; HOWEVER each individual country can intrepet the regulations as they see fit. You have to get the "ok" from the EU country from which you wish to receive your license. Each JAA nations is different. Some countries will insist you take a ATPL theory course, other nations may waive this. You need to do the research.
2. You can do the JAA Comm/ME checkride in the USA. HOWEVER; it is illegal for the USA to issue the IR. This is impossible. You can doa JAA Type Rating in the USA on a jet, the company in the USA can issue the Type Rating, but you will still not have the ATPL because that will need to be issued by the respective country in the EU. Even if you coordinate with the EU nation that you will do the training in America for a Type Rating in order to get the ATPL, you will still have to do a couple things in the actual aircraft. So if you get a 737 Type in the USA and have a JAA examiner at Simuflite in Dallas observe your checkride....it still is only half the battle. you will need to charter out an empty 737 and do a checkride in the EU, then you will receive your ATPL. The other option is doing the Type in Europe at a JAA certified TRTO, then you ca do everything in the sim. Simple economics my friend. The TRTO's lobbied the JAA and convinced them to make a provision that helps keep the training in Europe, so they can charge 5 times the price.
3. Your ultimate goal is the JAA ATPL. This again has to be issued by the JAA member country, i.e. LBA in Germany, CAA in the UK, etc. There is no such thing as THE JAA LICENSE, the license will be issued by the respective EU nation and have the words JAA somewhere on the license. The best example is if each individual state in America issued its own license and conformed to the regulations set out by the Faa. Obviously in America you receive the FAA license and it says nothing about which state it originated from; however in Europe each individual country is responsible for licensing.
I think I can answer your 3 questions.
First off, I assume you have the legal right to live and work in the EU, if not then it is pointless to do the JAA licensing.
1. The JAA is the governing body of aviation in the EU; HOWEVER each individual country can intrepet the regulations as they see fit. You have to get the "ok" from the EU country from which you wish to receive your license. Each JAA nations is different. Some countries will insist you take a ATPL theory course, other nations may waive this. You need to do the research.
2. You can do the JAA Comm/ME checkride in the USA. HOWEVER; it is illegal for the USA to issue the IR. This is impossible. You can doa JAA Type Rating in the USA on a jet, the company in the USA can issue the Type Rating, but you will still not have the ATPL because that will need to be issued by the respective country in the EU. Even if you coordinate with the EU nation that you will do the training in America for a Type Rating in order to get the ATPL, you will still have to do a couple things in the actual aircraft. So if you get a 737 Type in the USA and have a JAA examiner at Simuflite in Dallas observe your checkride....it still is only half the battle. you will need to charter out an empty 737 and do a checkride in the EU, then you will receive your ATPL. The other option is doing the Type in Europe at a JAA certified TRTO, then you ca do everything in the sim. Simple economics my friend. The TRTO's lobbied the JAA and convinced them to make a provision that helps keep the training in Europe, so they can charge 5 times the price.
3. Your ultimate goal is the JAA ATPL. This again has to be issued by the JAA member country, i.e. LBA in Germany, CAA in the UK, etc. There is no such thing as THE JAA LICENSE, the license will be issued by the respective EU nation and have the words JAA somewhere on the license. The best example is if each individual state in America issued its own license and conformed to the regulations set out by the Faa. Obviously in America you receive the FAA license and it says nothing about which state it originated from; however in Europe each individual country is responsible for licensing.
Join Date: Mar 2009
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Hi !
And if you do your PPL, CPL, IR in USA + ATPL JAA there in an approved JAA flight school + CPL-IR and MCC in UK, is it ok ?
Should you have a JAA licence issuied by CAA UK ?
I'm asking it because I'd like to do my training in Skymates where they propose in a package a JAA course with these licences.
Thank you !
And if you do your PPL, CPL, IR in USA + ATPL JAA there in an approved JAA flight school + CPL-IR and MCC in UK, is it ok ?
Should you have a JAA licence issuied by CAA UK ?
I'm asking it because I'd like to do my training in Skymates where they propose in a package a JAA course with these licences.
Thank you !
Last edited by Halfwayback; 7th May 2009 at 19:59. Reason: No advertising - thank you
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Converting FAA CPL to JAA fATPL
Hey there. I have just finished up in the States with my training. I have gained a FAA CSEL and FAA CMEL along with 280 hours. I want to convert my licence asap to JAA and possibly start a CFI course. I would prefer to do this conversion in England. All I am looking for is some advice on how to go about this process and if anyone has any personal recommendations of schools in England. Any other information on the process would be gratefully appreciated
Upto The Buffers
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Presuming you have an IR aswell....
1. Get a Class 1 medical from Gatwick.
2. Do the 14 ATPL exams. Bristol have a good reputation for groundschool, although I used CATS and they were fine. Bristol's brush-up residentials are a little more constraining for those with demanding jobs.
3. Training as required, then CPL test (£750).
4. 15hrs minimum conversion training (probably more), then IR test (another £750).
Plenty more detailed info if you use the search facility...
1. Get a Class 1 medical from Gatwick.
2. Do the 14 ATPL exams. Bristol have a good reputation for groundschool, although I used CATS and they were fine. Bristol's brush-up residentials are a little more constraining for those with demanding jobs.
3. Training as required, then CPL test (£750).
4. 15hrs minimum conversion training (probably more), then IR test (another £750).
Plenty more detailed info if you use the search facility...
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Good thread:
http://www.pprune.org/professional-p...ed-2009-a.html
Otherwise, Shunter has it pretty much spot-on.
http://www.pprune.org/professional-p...ed-2009-a.html
Otherwise, Shunter has it pretty much spot-on.
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Yes I have the IR also. Can anyone reccomend any schools? I know some schools only do the ground school and not the practical flying portion. I am looking into Bristol and Oxford at the moment. Also is it harder to do distance learning than actually attending classes?
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Also is it harder to do distance learning than actually attending classes?
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Oops I see I typed recommend wrong
!!!
Which is quicker? My problem is I need to find a job to keep the cash flow going while I study hence the reason im looking into distance learning. Bristol look good!!!!? I think actual ground school would be more beneficial but I have a FAA CPL IR so theoretically I should know most things already....I hope. Is there a question bank with the answers to which you have the opportunity to look at before each exam like the states (FAA)?
!!!Which is quicker? My problem is I need to find a job to keep the cash flow going while I study hence the reason im looking into distance learning. Bristol look good!!!!? I think actual ground school would be more beneficial but I have a FAA CPL IR so theoretically I should know most things already....I hope. Is there a question bank with the answers to which you have the opportunity to look at before each exam like the states (FAA)?
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I used bristol distance learning and found it to be very helpful. Supplementing the question bank with browsing through the books and you shouldn't have too many problems..Be careful , as they tend to bring out new questions which you may not find in the database.
Could anyone tell me when i can log PIC hours? The FAA log it differently to the JAA . i plan or converting from FAA to JAA and need PIC hours to begin my conversion.
Could anyone tell me when i can log PIC hours? The FAA log it differently to the JAA . i plan or converting from FAA to JAA and need PIC hours to begin my conversion.
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c) Once that ride is successfully completed I would be issued a JAA COMM/ME/IR which would be sent to the UK in order for it to be converted to a full unrestricted JAA ATPL(A) valid in all member nations.
Is 100% wrong!!!
Spending 30k euros on the conversion would have me at the same cost than doing all the training in Europe!
Spending 30k euros on the conversion would have me at the same cost than doing all the training in Europe!
As a FI at a UK school - the majority go considerably over minimum conversion hours during conversion.
Could anyone tell me when i can log PIC hours? The FAA log it differently to the JAA . i plan or converting from FAA to JAA and need PIC hours to begin my conversion.
If you flew some time in a multi with another pilot for insurance purposes - only one person can log it - unless you are receiving instruction - it is a single pilot aircraft. I.e non of the safety pilot time, or time someone else logged safety pilot and PIC can be counted.
If you fly a multi pilot type but only have an SIC rating you cannot log this as PIC either.
So can someone clarify, with >1500 multi crew, a rating and >500 hours on type you only need to do the ATPL skill test (after doing the theory of course), but can it all be done in a sim?
Also, what about an additional type rating with less than 500 hours (430
)?
For example, I have say 2800 hours DHC8 so I could do the test in that (sim?), but I also hold an E170/190 rating with 430 hours on type. I guess that rules it out for the test, but will it be brought across onto my JAA license?
Also, what about an additional type rating with less than 500 hours (430
)?For example, I have say 2800 hours DHC8 so I could do the test in that (sim?), but I also hold an E170/190 rating with 430 hours on type. I guess that rules it out for the test, but will it be brought across onto my JAA license?
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yes it can be done in a sim, but if you are converting it, it has to be with a JAA Flight Ops Inspector, and you have to book it 3 months in advance.
If you got more than 500 on type, you just need an LST, anything less you have to do a course, but i think the course can be reduced, probably just a recurrent.
I have done this process last year, so if anybody needs any advice please PM me.
If you got more than 500 on type, you just need an LST, anything less you have to do a course, but i think the course can be reduced, probably just a recurrent.
I have done this process last year, so if anybody needs any advice please PM me.
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Hello,
I got now the basic understanding (i think
) of how to do the FAA-Europe conversion,i got the FAA CPL IR ME, in the future (distant future...) i will like to get JAA, most of this thread is directed to the UK, im looking for specifics in Poland (my wife is polish so naturally i think thats my best option), so any info will be apreciatted 
I got now the basic understanding (i think
) of how to do the FAA-Europe conversion,i got the FAA CPL IR ME, in the future (distant future...) i will like to get JAA, most of this thread is directed to the UK, im looking for specifics in Poland (my wife is polish so naturally i think thats my best option), so any info will be apreciatted
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training in the US, clocking up the 1,500 hours and literally having an unfrozen ATPL as it were in the States.
In the US the 1500 hr can be all in small, single-pilot aircraft (like Cessna, Piper etc.)! Not in Europe though, according to JAR-FCL at least 500 hr must be in multi-crew airplanes (either JAR25, Transport Category, or JAR23, Commuter Category).
Last edited by Transsonic2000; 7th Apr 2010 at 11:49.
