EASA CPL with FAA PPL Experience
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EASA CPL with FAA PPL Experience
Greetings Everyone,
I'm currently finishing my MEP with the FAA in the United States and would like to explore options about converting my existing ratings to EASA. I currently have a FAA PPL, a FAA IR, and soon my FAA MEP rating. In addition I also have many of the required EASA items already including my:
I'm currently finishing my MEP with the FAA in the United States and would like to explore options about converting my existing ratings to EASA. I currently have a FAA PPL, a FAA IR, and soon my FAA MEP rating. In addition I also have many of the required EASA items already including my:
- EASA Class 1 Medical
- English Proficiency Exam - Level 6
- PBN Training Certificate
- A-UPRT Certificate
- 200 Hours Total Time, including 100 Hours as PIC, of which 50 Hours X-Country as PIC
- 1 XC Flight of at Least 300 NM with Stops at 2 Different Airports
- 5 Hours of Night Flying, with 3 Hours of Dual Instruction, a 1 Hour XC with 5 Solo Take-Offs and 5 Solo Full Stop Landings
- 10 Hours of Instrument Flight Instruction
- 50 Hours IFR Time (Simulated + Actual IMC) as PIC
- 2 Hours & 30 Minutes of Dual Instruction in a MEP Airplane, and 3 Hours & 30 Minutes of Engine Failure Procedures
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You would still have to do a checkride in the EASA system to convert the ME and IFR ratings. You may not have to do aclime flights but will find schools are somewhat arrogant and dubious towards FAA pilots so would want to fly at least a test flight with you to check skills prior to putting their reputation/pass rate on the line with the local CAA. But in the grand scheme of things.. whats the cost of a few hours extra in the twin..
With your hours you at least wont have to do any writtens to convert the FAA instrument, but just have a exam oral with the examiner, so no rush to get ATPL writtens out of the way initially (as the ATPL covers all 3.. ppl,cpl&atpl easa theory)
But as you need an EASA ppl to start CPL modular training anyway, this is likely your pathway to an easa CPL.. intergrated is waste of time these for a person like you as its wasting money doing all the same stuff again
With your hours you at least wont have to do any writtens to convert the FAA instrument, but just have a exam oral with the examiner, so no rush to get ATPL writtens out of the way initially (as the ATPL covers all 3.. ppl,cpl&atpl easa theory)
But as you need an EASA ppl to start CPL modular training anyway, this is likely your pathway to an easa CPL.. intergrated is waste of time these for a person like you as its wasting money doing all the same stuff again
Just checked.. a skilltest in a MEP will cover the SEP in both the PPL and IR conversion test from FAA to EASA. And no written requirements.
But the key is getting a school comfortable with you and your skills.. they will want to check you out so looking at the regs, you WILL be asked to fly.. acclimatization flights or what ever they call them, you will be asked to fly and likely also be grilled on EU regs. Like I said, alot of Euro schools have the arrogant attitude that FAA pilots are not up to european standards, so dont expect any leniency from the ATO..
but yes, do the paperwork to get the PPL converted, do some hours with school so they are happy to sogn off on a skilltest, one combined skilltest on MEP for both IR and PPL.. then do ATPL writtens, and go straight into CPL modular course on Multi engine.
Find a school that can provide all training under one roof ( and tell them how much you will be spending with them and it will make them happier to work with you)
You need to find a medium sized school that can accomodate modular students as alot of the bigger ones can only deal with Intergrated “RyanAir cadet sausage factory” students
But the key is getting a school comfortable with you and your skills.. they will want to check you out so looking at the regs, you WILL be asked to fly.. acclimatization flights or what ever they call them, you will be asked to fly and likely also be grilled on EU regs. Like I said, alot of Euro schools have the arrogant attitude that FAA pilots are not up to european standards, so dont expect any leniency from the ATO..
but yes, do the paperwork to get the PPL converted, do some hours with school so they are happy to sogn off on a skilltest, one combined skilltest on MEP for both IR and PPL.. then do ATPL writtens, and go straight into CPL modular course on Multi engine.
Find a school that can provide all training under one roof ( and tell them how much you will be spending with them and it will make them happier to work with you)
You need to find a medium sized school that can accomodate modular students as alot of the bigger ones can only deal with Intergrated “RyanAir cadet sausage factory” students
Last edited by 605carsten; 10th Sep 2023 at 06:19.
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Thank you for the response! This does raise a couple more questions that I have.
Are you sure it needs to be an EASA PPL or any ICAO PPL in general? According Part-FCL, it states:
"2. Before commencing a CPL(A) modular course an applicant shall be the holder of a PPL(A) issued in accordance with Annex 1 to the Chicago Convention."
This implies that any PPL from a signing member of ICAO would be valid to start a modular EASA CPL course. Many of the ATOs that I've looked at seem to confirm this by their CPL prerequisites for enrollment. Would it not be just more feasible to do the order like this:
1.) Complete ATPL Theory exams to satisfy the theoretical/written CPL requirements.
2.) Do the acclimation flights requested by the ATO till they are confident in my abilities to pass the skill test(s). Hopefully this shouldn't be more than a few hours.
3.) Pass the CPL skill test (on a single engine).
4.) Pass the MEP/IR skill test (on a multi-engine).
But as you need an EASA ppl to start CPL modular training anyway, this is likely your pathway to an easa CPL
"2. Before commencing a CPL(A) modular course an applicant shall be the holder of a PPL(A) issued in accordance with Annex 1 to the Chicago Convention."
This implies that any PPL from a signing member of ICAO would be valid to start a modular EASA CPL course. Many of the ATOs that I've looked at seem to confirm this by their CPL prerequisites for enrollment. Would it not be just more feasible to do the order like this:
1.) Complete ATPL Theory exams to satisfy the theoretical/written CPL requirements.
2.) Do the acclimation flights requested by the ATO till they are confident in my abilities to pass the skill test(s). Hopefully this shouldn't be more than a few hours.
3.) Pass the CPL skill test (on a single engine).
4.) Pass the MEP/IR skill test (on a multi-engine).
You are indeed right, it does say that in the FCL.. one less checkride to do 
but.. please run that past the ATO and the Austro Control and get it on writing they will accept that option. EASA, to put it bluntly, is like George Orwells “ Animal Farm”.. all countries are equal, but some are more equal than others. Each country will have some minor understanding or difference thereof and not let you do some stuff, despite it in writing (and Law like EASA rules are)
You will also have to get the Chief FI at the ATO to agree to same interpretation, for above reasons too.
True, all this makes no sense, but cover your bases before sitting in front of an examiner and getting denied the skill test as you dont “fulfill requirements”
Good luck,
from a dual ATP guy, faa and easa
but.. please run that past the ATO and the Austro Control and get it on writing they will accept that option. EASA, to put it bluntly, is like George Orwells “ Animal Farm”.. all countries are equal, but some are more equal than others. Each country will have some minor understanding or difference thereof and not let you do some stuff, despite it in writing (and Law like EASA rules are)
You will also have to get the Chief FI at the ATO to agree to same interpretation, for above reasons too.
True, all this makes no sense, but cover your bases before sitting in front of an examiner and getting denied the skill test as you dont “fulfill requirements”
Good luck,
from a dual ATP guy, faa and easa
It's not an interpretation, it's a fact: CPL requires some kind of PPL as a qualifier, exams, hours, a CPL course and test. Where you get that PPL from is irrelevant. The problem that arises is that the cheapest way is to get everything done is to finish with the CPL at 200 hours, which means getting the IR between private and commercial: you can't hold an EASA IR without a licence to hang it on. In this case you would have to get an EASA PPL.
I just dealt with a national AA as they claimed one thing, despite it being written black/white fact in FCL.. could not be arsed with fighting it so went a different route to get it done… frustrating, yep.. but an FCL written in english and countries with non-english speaking authorities does invite to variations of interpretations… royal PITA it was..
...an FCL written in english and countries with non-english speaking authorities does invite to variations of interpretations...
