FAA to JAA
Join Date: Jun 2008
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Logging PIC FAA to JAA
i am in the process of converting my FAA license. i have 80+ PIC with instruction time logged beside. can i count this towards the 100 PIC required for the JAA conversion?
Hi folks.
Can I assume in these discussions I can substitute FAA CPL/IR or FAA ATPL with Any ICAO state issued licence? I'm an Australian with an Australian ATPL (not "frozen") but no multi crew time. I've got a UK passport too so I've been looking at this conversion process for a little while. It seems there is at least one place in Australia where I can sit the 14 exams the major limiting factor seems to be that at least for the UK licence I need to get my initial class one medial in Gatwick before I can be issued the actual licence. Any tips for those from down under or the states for someone in my situation?
Can I assume in these discussions I can substitute FAA CPL/IR or FAA ATPL with Any ICAO state issued licence? I'm an Australian with an Australian ATPL (not "frozen") but no multi crew time. I've got a UK passport too so I've been looking at this conversion process for a little while. It seems there is at least one place in Australia where I can sit the 14 exams the major limiting factor seems to be that at least for the UK licence I need to get my initial class one medial in Gatwick before I can be issued the actual licence. Any tips for those from down under or the states for someone in my situation?
Join Date: Sep 2009
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Does IR have to be current
Question,
I am currently looking for a school to convert my FAA CPL and IR to JAA. Does my FAA IR have to be current for this?
And does anyone have any advice for a good school? I am just finishing up my last 7 exams (ATPL theory) so im just looking for a school to do the flying. Bristol aviation is currently nr1 on my list, any advice or experience?
I am currently looking for a school to convert my FAA CPL and IR to JAA. Does my FAA IR have to be current for this?
And does anyone have any advice for a good school? I am just finishing up my last 7 exams (ATPL theory) so im just looking for a school to do the flying. Bristol aviation is currently nr1 on my list, any advice or experience?
Join Date: Oct 2009
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I'm also doing the conversion. Already got my atpl's done.
Thinking of going to Ormond Beach (EASA) to get my SEP CPL and MEP addon and coming back to Europe for the IR.
Any thoughts on this particular school? Because it's difficult to choose with so many negative comments...
I want to do it in the US mainly because schools (Civil aviation) here in Spain and Portugal are giving me a hard time with my FAA logbook.
(If this post isn't in the right place, please let me know before erasing it without telling me anything)
Thinking of going to Ormond Beach (EASA) to get my SEP CPL and MEP addon and coming back to Europe for the IR.
Any thoughts on this particular school? Because it's difficult to choose with so many negative comments...
I want to do it in the US mainly because schools (Civil aviation) here in Spain and Portugal are giving me a hard time with my FAA logbook.
(If this post isn't in the right place, please let me know before erasing it without telling me anything)
Try Bristol gs. Fantastic bunch of people, got me through with no real troubles.
As far as I can remember, the ICAO IR has to be current for conversion as does the ICAO medical. Do the CPL in the UK, in UK airspace with UK RTF for what its worth. Forget some of the Florida factories.
There are some schools in Spain (one reasonably good one in Malaga) for the IR conversion. You will hear all sorts of stories on this no doubt, but it has worked for many I know on a (relative) budget. If one has a foreign MEP rating there should be no need to do a JAA MEP class rating before the IRT. The examiner will be able to test for both the IR-SPA-MEP and the MEP ratings together in most cases for a conversion case.
The CPL(A) will be training as required. For the IR it's 15 hours of which 5 have to be in the aircraft, the rest in the sim. This is feasable ONLY if you have flown in Europe before. Know the place and procedures well. The 5 hours on the aircraft route will only work for people with a modicum of time in the book, not 300 hour 'wonders'. For those that have not yet completed an ICAO IR to convert - DO NOT skimp on the foreign training!
Another thing, if you have more than 500 hours multi crew then get a letter from the foreign employer to verify this for an exemption from the MCC.
I speak as an ex JAA school Chief Flying Instructor and both JAA and FAA and DCA licence holder.
All the best, im off to fly my jet on my FAA licence...
As far as I can remember, the ICAO IR has to be current for conversion as does the ICAO medical. Do the CPL in the UK, in UK airspace with UK RTF for what its worth. Forget some of the Florida factories.
There are some schools in Spain (one reasonably good one in Malaga) for the IR conversion. You will hear all sorts of stories on this no doubt, but it has worked for many I know on a (relative) budget. If one has a foreign MEP rating there should be no need to do a JAA MEP class rating before the IRT. The examiner will be able to test for both the IR-SPA-MEP and the MEP ratings together in most cases for a conversion case.
The CPL(A) will be training as required. For the IR it's 15 hours of which 5 have to be in the aircraft, the rest in the sim. This is feasable ONLY if you have flown in Europe before. Know the place and procedures well. The 5 hours on the aircraft route will only work for people with a modicum of time in the book, not 300 hour 'wonders'. For those that have not yet completed an ICAO IR to convert - DO NOT skimp on the foreign training!
Another thing, if you have more than 500 hours multi crew then get a letter from the foreign employer to verify this for an exemption from the MCC.
I speak as an ex JAA school Chief Flying Instructor and both JAA and FAA and DCA licence holder.
All the best, im off to fly my jet on my FAA licence...
Join Date: Oct 2007
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FAA to JAA conversion
Yes your FAA-IR needs to be valid at the time of conversion.
As for a school, I have found a very good school in Iceland, very professional and with very decent fares, much cheaper than the UK Schools fares.
Furthermore, no problem to have your Icelandic CPL/IR converted to CAA along with your CAA-ATPL exams.
good luck.
As for a school, I have found a very good school in Iceland, very professional and with very decent fares, much cheaper than the UK Schools fares.
Furthermore, no problem to have your Icelandic CPL/IR converted to CAA along with your CAA-ATPL exams.
good luck.
Join Date: Jun 2007
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What do you mean with "the ir must be current"?
Next February the first 6 months of my FAA IR currency will expire, and i'll enter the phase i need a safety pilot to keep it on currency.
If i'll start my conversions in April and I'll fly with a JAA instructor on a G marked airplane (maybe also spanish, i don't know yet), can i consider my FAA IR regularly current?
It's very difficoult i'll find a November airplane before february to avoid this situation. Can you guys explain me better the issue and suggest me the options i can have?
Last but not least, i'm finishing the ATPL ground school at the OAA, then i'll start to convert my licenses. do you think the Bristol Aviation is a good school where to complete my training or can be better to spend my money in some more expensive school (Flight Training Europe or Gestair)? I have PPL IR and CPL MEP FAA.
Next February the first 6 months of my FAA IR currency will expire, and i'll enter the phase i need a safety pilot to keep it on currency.
If i'll start my conversions in April and I'll fly with a JAA instructor on a G marked airplane (maybe also spanish, i don't know yet), can i consider my FAA IR regularly current?
It's very difficoult i'll find a November airplane before february to avoid this situation. Can you guys explain me better the issue and suggest me the options i can have?
Last but not least, i'm finishing the ATPL ground school at the OAA, then i'll start to convert my licenses. do you think the Bristol Aviation is a good school where to complete my training or can be better to spend my money in some more expensive school (Flight Training Europe or Gestair)? I have PPL IR and CPL MEP FAA.
Below is an excerpt of 14 CFR Part 61.57 concerning recency of Instrument experience; it does NOT state that this needs to be done with an FAA certificated instructor or on a N-reg airplane.
Which means that all of the approaches you practice with a JAA Instructor in preparation for your IR count towards your currency.
So your FAA IR is "current" or "valid" for your JAA IR conversion.
If your FAA IR is less then 24 months old that counts as the IPC/BFR
Which means that all of the approaches you practice with a JAA Instructor in preparation for your IR count towards your currency.
So your FAA IR is "current" or "valid" for your JAA IR conversion.
If your FAA IR is less then 24 months old that counts as the IPC/BFR
(c) Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if:
(1) Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following—
(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii) Intercepting and tracking courses through the use of navigational electronic systems.
(2) Use of a flight simulator or flight training device for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in a flight simulator or flight training device, provided the flight simulator or flight training device represents the category of aircraft for the instrument rating privileges to be maintained and involves having performed the following—
(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii) Intercepting and tracking courses through the use of navigational electronic systems.
(1) Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following—
(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii) Intercepting and tracking courses through the use of navigational electronic systems.
(2) Use of a flight simulator or flight training device for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in a flight simulator or flight training device, provided the flight simulator or flight training device represents the category of aircraft for the instrument rating privileges to be maintained and involves having performed the following—
(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii) Intercepting and tracking courses through the use of navigational electronic systems.
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Are you sure the FAA IR has to be current in order to do the conversion?
I know of literally tons of people who do their conversion from FAA to JAA who are far beyond any FAA IR currency
I know of literally tons of people who do their conversion from FAA to JAA who are far beyond any FAA IR currency
Join Date: Jun 2007
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Thank you B2N2, you are right, there is no mention about the mark. I'll write to the FAA to be sure about this and also to have some paper to show in case someone could ignore this regulation
All the US regulations can be found here and you can be sure that they are up to date:
Electronic Code of Federal Regulations:
Electronic Code of Federal Regulations:
Join Date: Apr 2007
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JAA Medical
I am currently working in the Gulf with an FAA license and would like to convert to JAA. Any idea if there are JAA Medical Examiners in the area (Bahrain, Dubai .. etc)?
Are you sure the FAA IR has to be current in order to do the conversion?
It goes on to say that holders of an IR that is not current must attend an approved FTO and complete the modular IR(A) course. However, it does allow for the Head of Training to then state in writing that a full course is not necessary, in which case the Authority will 'consider' a reduction in hours. Mind you, in this financial climate, getting an FTO to vote for a reduction in training revenue is a bit like getting turkeys to vote for Christmas.
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Hi
Could you tell me how was your conversion course?
How many hours for instrument conversion, how many commercial, and how many for multi engine
Having a ICAO CPL IR MULTI NIGHT, no JAA PPL, just ATPL Thoery, im wandering if its possible to convert like this:
instrument
10h FNPTII
5H MULTI
IR Skill Test with Skilltest for MEP rating
commercial
5H MULTI ( have no acess to Complex SE)
Skill test
And 1h SEP rating, so i can fly single engine, either instrument or commercialy
thank you
Could you tell me how was your conversion course?
How many hours for instrument conversion, how many commercial, and how many for multi engine
Having a ICAO CPL IR MULTI NIGHT, no JAA PPL, just ATPL Thoery, im wandering if its possible to convert like this:
instrument
10h FNPTII
5H MULTI
IR Skill Test with Skilltest for MEP rating
commercial
5H MULTI ( have no acess to Complex SE)
Skill test
And 1h SEP rating, so i can fly single engine, either instrument or commercialy
thank you
Last edited by winguru; 30th Jan 2010 at 02:09.
Join Date: Jan 2003
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Not sure about converting an FAA CPL, it sounds more like doing everything over again rather than a conversion.
I would suggest get an FAA ATPL first, then convert to JAR. It's easy ( aside from the hours of study) and you're not unlikely to get a job in Europe without the ATPL flight hours anyhow.Converitng an FAA APTto JAR CPL is the way to go, and a joke in Spain.
I did my CPL flight test and IR check in Madrid a year ago. The standards there are appalling. Half the instruments in the aircraft didn’t work, so the IR check turned out being a VFR joy flight!
That was lucky as I was half pissed at the time.
I bought a bottle of orange juice mix in a grocery store and downed it for breakfast. I don’t read Spanish, but the label said something like 8% real juice—so I thought. Turned out it was 8% alcohol! I keeped my month shut and just to the flight as I had my ticket out of Madrid booked.
The CPL test, IFR check and training took a total of 14.4 hours over 3 days, and cost me 4000euro for the school and a few hundred euro for the examiner.
I would suggest get an FAA ATPL first, then convert to JAR. It's easy ( aside from the hours of study) and you're not unlikely to get a job in Europe without the ATPL flight hours anyhow.Converitng an FAA APTto JAR CPL is the way to go, and a joke in Spain.
I did my CPL flight test and IR check in Madrid a year ago. The standards there are appalling. Half the instruments in the aircraft didn’t work, so the IR check turned out being a VFR joy flight!
That was lucky as I was half pissed at the time.
I bought a bottle of orange juice mix in a grocery store and downed it for breakfast. I don’t read Spanish, but the label said something like 8% real juice—so I thought. Turned out it was 8% alcohol! I keeped my month shut and just to the flight as I had my ticket out of Madrid booked.
The CPL test, IFR check and training took a total of 14.4 hours over 3 days, and cost me 4000euro for the school and a few hundred euro for the examiner.
Join Date: Oct 2005
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So, if one has a US (FAA) ATP, currently flies the 747-400, has type ratings in the 737, 747, 757, 767 and A319/320, with thousands of hours of flight time and a 15 year airline career under their belt, one STILL has to jump through all these hoops (exams, flight tests, etc...) to get a JAA conversion?
Sounds a little silly, considering one is already flying internationally, in all areas of global airspace (including those controlled by JAA rules), using feet, meters, inches baro and hPa, QNH, QFE, QNE, etc, etc.. What EXACTLY would one LEARN from the exams and flight tests, or is it just a matter of control?
Just asking.
Sounds a little silly, considering one is already flying internationally, in all areas of global airspace (including those controlled by JAA rules), using feet, meters, inches baro and hPa, QNH, QFE, QNE, etc, etc.. What EXACTLY would one LEARN from the exams and flight tests, or is it just a matter of control?
Just asking.
Join Date: Jan 2006
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Cityfan, there is something called a "G" conversion for people with that level of experience. It cuts the exams down to just two with one of them being airlaw. I believe but am not sure you need 3000 hrs on aircraft over 30,000kg.
If anyone knows the exact regs I'd be curious myself.
touch_n_go, there are JAA AME's in the gulf area, you need to look them up on the CAA website under overseas AMEs.
Muddy Boots
If anyone knows the exact regs I'd be curious myself.
touch_n_go, there are JAA AME's in the gulf area, you need to look them up on the CAA website under overseas AMEs.
Muddy Boots
Last edited by Muddy Boots; 1st Feb 2010 at 03:45.
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FAA ATPL to JAA ATPL
FAA ATPL with 3700TT and 3300hrs on B737 experience flying in Africa, what do you require to convert to the JAA ATPL.
With 3300hrs on the B737 do you need to pass all 14 exams.
Any recommendations would be highly appreciated.
Thanks in Advance
With 3300hrs on the B737 do you need to pass all 14 exams.
Any recommendations would be highly appreciated.
Thanks in Advance