Foriegn IR Conversion?
Joined: May 2002
Posts: 7
Likes: 0
From: Dublin
Wrong again Grivation!
You can ONLY qualify for a JAR ATPL(A) by holding a multi-pilot type rating. The 'Commuter' types you specify are all classed as single-pilot aeroplanes under JAR-FCL and therefore wouldn't qualify you for the ATPL. However, as long as you have 500 hours multi-crew time in your commuter types AND you complete a TRTO course for a multi-pilot type (see Appendix 1 to JAR-FCL 1.220, Part B for the list of types) AND pass the ATPL Skill Test with a CAA Examiner, you WILL be credited the IR course. This, I believe, is the only way that you can avoid the requirement for an IR course.
The CAA detail this in their new LASORS document (page 304!).
Hope this helps
Flaps
You can ONLY qualify for a JAR ATPL(A) by holding a multi-pilot type rating. The 'Commuter' types you specify are all classed as single-pilot aeroplanes under JAR-FCL and therefore wouldn't qualify you for the ATPL. However, as long as you have 500 hours multi-crew time in your commuter types AND you complete a TRTO course for a multi-pilot type (see Appendix 1 to JAR-FCL 1.220, Part B for the list of types) AND pass the ATPL Skill Test with a CAA Examiner, you WILL be credited the IR course. This, I believe, is the only way that you can avoid the requirement for an IR course.
The CAA detail this in their new LASORS document (page 304!).
Hope this helps
Flaps
Joined: Nov 2001
Posts: 334
Likes: 0
From: Worldwide
I gotta agreee with greaser on this one. If you don't know your stuff (in the FAA) practically, you AIN'T passing. Not to say the JAA stuff is easy, as the theory is very VERY detailed in bits (and I've had my lecturers tell me that "you won't need to know this later" to lots of JAA examined subjects) but for the FAA if you can't talk about your practical knowledge in the oral, you're not passing. FULLSTOP. And lets face it, when !!!!! hits the fan in the aircraft, I bet you your bottom dollar, you won't care about how the air-hosties toaster works, you're going to have to get that thing back on the ground SAFELY. So to say, IMHO practical experience is what makes a more 'confident' pilot.
Before anyone bashes me on this on please note I say this now I'M NOT DISSING THE JAA OR FAA, I only state my opinion, as I believe we should all have one.
Before anyone bashes me on this on please note I say this now I'M NOT DISSING THE JAA OR FAA, I only state my opinion, as I believe we should all have one.
Joined: Mar 1999
Posts: 1,692
Likes: 3
From: Domaine de la Romanee-Conti
Well let me assure you that if you don't know your stuff in the JAA IR exam, you 'aint passing' either mate. The intricacy of the UK airways system is a nightmare compared to the user friendly US of A or the empty-by-comparison skies of Australia / NZ. And you have to hand fly the lot.
Which brings me to another point that really bugs me ... The JAA IR test is based on a simulated air transport flight throughout. it is not allowable to use the autopilot even in the cruise part of the JAA IR test. And yet, under the JARs it is actually illegal to conduct single pilot IFR air transport without a serviceable autopilot. Why do they persist in basing the whole IR test on conducting an operation that's actually illegal?
I'm not advocating that you should be allowed to fly all the approaches on autopilot, but sensibly using at least a simple heading hold / wing leveller while you write your clearances is to my way of thinking an absolute minimum safety requirement for single pilot IFR ops. In fact, down under it is a compulsory part of the test to show proficiency in the use of the autopilot at some stage en route.
Which brings me to another point that really bugs me ... The JAA IR test is based on a simulated air transport flight throughout. it is not allowable to use the autopilot even in the cruise part of the JAA IR test. And yet, under the JARs it is actually illegal to conduct single pilot IFR air transport without a serviceable autopilot. Why do they persist in basing the whole IR test on conducting an operation that's actually illegal?
I'm not advocating that you should be allowed to fly all the approaches on autopilot, but sensibly using at least a simple heading hold / wing leveller while you write your clearances is to my way of thinking an absolute minimum safety requirement for single pilot IFR ops. In fact, down under it is a compulsory part of the test to show proficiency in the use of the autopilot at some stage en route.
Joined: May 2001
Posts: 4,729
Likes: 0
From: 75N 16E
The FAA examiner can examin you on every piece of equipment in the aircraft during the IR check flight. So if you're 'unlucky' enough to have an IFR certified GPS with approach capability, coupled to an auto pilot, the FAA examiner is quite within his rights to ask you to shoot an auto pilot coupled GPS approach, and more than likely during this approach he will 'fail' either the GPS or AP.This is no bad thing, it just means you need to know how to do it.
If you don't know how to use the AP or GPS its better to either remove it for the flight, or mark it as un-servicable for your check ride.
EA
If you don't know how to use the AP or GPS its better to either remove it for the flight, or mark it as un-servicable for your check ride.
EA
