JAA CPL/IR to FAA CPL/IR (Merged)
Join Date: Dec 2002
Location: Hertfordshire, UK
Posts: 28
Likes: 0
Received 0 Likes
on
0 Posts
There is a handfull of places here in Florida, as long as you aviod the summer months (thunderstorms) will restrict number of flying days.
Why would you want to do the conversion though?
Why would you want to do the conversion though?
Hi Deza,
I sat the part 135 ATP written here in UK and went to a school in OK USA to do a checkride for an ATP Multi engine land, I personally did a few hours with an instructor to make sure I was OFAY with it all though. The examiner will issue you with a temporary airman cert at the end of test and you will get your ATP proper in the post in due course.
Good luck, I really enjoyed my time over there.
I sat the part 135 ATP written here in UK and went to a school in OK USA to do a checkride for an ATP Multi engine land, I personally did a few hours with an instructor to make sure I was OFAY with it all though. The examiner will issue you with a temporary airman cert at the end of test and you will get your ATP proper in the post in due course.
Good luck, I really enjoyed my time over there.
www.harvsair.com
Join Date: Apr 2002
Location: Canada
Posts: 102
Likes: 0
Received 0 Likes
on
0 Posts
Conversion info
Lots of info here about conversions:
http://www.harvsair.com/internationalstudents/index.htm
http://www.harvsair.com/internationalstudents/index.htm
Join Date: Jun 2001
Location: europe
Posts: 111
Likes: 0
Received 0 Likes
on
0 Posts
Pitts,
Thats all Canadian stuff, not FAA..
When I did my ATP's, if you had an ATPL you could get an FAA ATP by walking in to the local FSDO(with your written results), and get one issued on the spot. BUT if you wanted IFR priviliges, then you had to fly a checkride (a friend of mine has a DC10 VFR ONLY on his FAA ATP..).
Alot more reasonable than the crap you have to contend with to go from FAA to JAA
Thats all Canadian stuff, not FAA..
When I did my ATP's, if you had an ATPL you could get an FAA ATP by walking in to the local FSDO(with your written results), and get one issued on the spot. BUT if you wanted IFR priviliges, then you had to fly a checkride (a friend of mine has a DC10 VFR ONLY on his FAA ATP..).
Alot more reasonable than the crap you have to contend with to go from FAA to JAA
I converted from Oz to FAA ATP-MEL about 6 yrs ago. To do so I:
1. Did a US Class 1 medical.
2. Sat the Part 121 ATPL exam. Could have sat Part 135 (or whatever the TP version is) if I wanted to.
3. Flew whatever amount of instruction *I* felt was necessary.
4. Did a checkride with an ATP examiner. I could have chosen to do a S/E Land ATP or a M/E Sea or a S/E Sea or whatever.
The medical is easy. Took all of 10 mins, 5 of which was With the Dr.
2. The exam is easy. Buy the Gleim &/or ATP books. Multi-choice & very simple problem solving. No climb or descent calcs, single fuel flow for the entire flight (given to you. Ditto wind.) Hardest part is memorising the US IFR rules, especially since it's all in S.M. & fractions.
3. The flight test consists of manoeuvres under the hood eg stalls, steep turns etc plus 4 approaches (two precision, two non-precision). There is a ground 'grilling' first, similar to the Oz system & unlike the UK seems to be. Don't pass the ground grilling, don't go flying...
The approaches can be any combination that is available on the ground & that the a/c is equipped to use. Some will be asymmetric. The precision approaches must be within 1/4 scale tolerance.
NB: The USA has a greater variety of non-precision approaches to Oz or UK eg Simplified Directional Facility, LLZ Type Directional Aid, Back course LLZ etc etc.
If the a/c is equipped & the aid is available you can be asked to do it.
It wasn't an 'IFR' flight for my test. Just go up & demonstrate the specific sequences as required by the 'Practical Test Standard' as published by the FAA. What's in this book (available at all good bookstores. Call now to reserve your copy...
) is what you'll have to demonstrate.
I stuffed up my 1st VOR approach. Wasn't expecting to be vectored direct to the FAF without at least being told that's where the controller was taking me. Spent a few minutes working that one out & by the time I did I'd already flown through the 1/2 scale tolerance & out the other side. Duhhhhhhh.
At the that point he recorded a fail & I had to resit just the 4 approaches. He said he was impressed with the other parts (Thank christ!).
Did those a few days later after appropriate remedial training as must be specified by the examiner.
The examiner is responsible for determining if you meet all the FAA requirements for the issue of the certificate. If s/he determines this to be the case then s/he issues you with a temp. certificate valid while waiting the couple of weeks to receive the FAA permanently valid one.
You immediately have the privileges of the certificate once the examiner signs the temporary bit of paper.
Compare this with the archaic & bureaucratic UK/JAR carry on...
1. Did a US Class 1 medical.
2. Sat the Part 121 ATPL exam. Could have sat Part 135 (or whatever the TP version is) if I wanted to.
3. Flew whatever amount of instruction *I* felt was necessary.
4. Did a checkride with an ATP examiner. I could have chosen to do a S/E Land ATP or a M/E Sea or a S/E Sea or whatever.
The medical is easy. Took all of 10 mins, 5 of which was With the Dr.
2. The exam is easy. Buy the Gleim &/or ATP books. Multi-choice & very simple problem solving. No climb or descent calcs, single fuel flow for the entire flight (given to you. Ditto wind.) Hardest part is memorising the US IFR rules, especially since it's all in S.M. & fractions.
3. The flight test consists of manoeuvres under the hood eg stalls, steep turns etc plus 4 approaches (two precision, two non-precision). There is a ground 'grilling' first, similar to the Oz system & unlike the UK seems to be. Don't pass the ground grilling, don't go flying...
The approaches can be any combination that is available on the ground & that the a/c is equipped to use. Some will be asymmetric. The precision approaches must be within 1/4 scale tolerance.
NB: The USA has a greater variety of non-precision approaches to Oz or UK eg Simplified Directional Facility, LLZ Type Directional Aid, Back course LLZ etc etc.
If the a/c is equipped & the aid is available you can be asked to do it.
It wasn't an 'IFR' flight for my test. Just go up & demonstrate the specific sequences as required by the 'Practical Test Standard' as published by the FAA. What's in this book (available at all good bookstores. Call now to reserve your copy...
) is what you'll have to demonstrate.I stuffed up my 1st VOR approach. Wasn't expecting to be vectored direct to the FAF without at least being told that's where the controller was taking me. Spent a few minutes working that one out & by the time I did I'd already flown through the 1/2 scale tolerance & out the other side. Duhhhhhhh.
At the that point he recorded a fail & I had to resit just the 4 approaches. He said he was impressed with the other parts (Thank christ!).
Did those a few days later after appropriate remedial training as must be specified by the examiner.
The examiner is responsible for determining if you meet all the FAA requirements for the issue of the certificate. If s/he determines this to be the case then s/he issues you with a temp. certificate valid while waiting the couple of weeks to receive the FAA permanently valid one.
You immediately have the privileges of the certificate once the examiner signs the temporary bit of paper.
Compare this with the archaic & bureaucratic UK/JAR carry on...
Last edited by Tinstaafl; 16th Dec 2002 at 19:27.
Dancing with the devil, going with the flow... it's all a game to me.
Join Date: May 2000
Location: England
Posts: 1,688
Likes: 0
Received 0 Likes
on
0 Posts
Well that settles that then! Thanks Tinny for the useful info.
As soon as I have my JAR CPL/IR fATPL I shall be tottling back to the States to get the US ticket too!
Just need to keep that burd I met over there "sweet" so I can get US residency......
VFE.
As soon as I have my JAR CPL/IR fATPL I shall be tottling back to the States to get the US ticket too!
Just need to keep that burd I met over there "sweet" so I can get US residency......
VFE.
Join Date: Apr 2002
Location: Location: Location:
Age: 53
Posts: 1,110
Likes: 0
Received 0 Likes
on
0 Posts
No need to go to the states:
Ive researched this extensively:
if you have a JAA IR you can convert this to a FAA by sitting a 2hour ground exam and having the rating tacked onto your FAA rating.
You can do either the FAA CPL either on a 114 commander or on a twin at soloflight in Humberside every three months they ship an examiner over and conduct FAA CPL & IR checkrides.
There is no neeed to go the states, however places are very limited and booked well in advance. You cannot book a checkride without completed a minimum of I beleive 5 hours with your Instructor assuming you meet all the hours requirements.
If you are a 185 hour chappy you will struggle for minimum hours if you are a relatively experienced 700-1000 hour instructorish sort of person/chappy you will probably have picked up the minimum hours requirements for FAA CPL issue.
I plan do do mine in March, I am currently studying the fantastic KING video collection so th at I can sit the ground exams at soloflight at their Laserquest exam facility. Which incidentally tells you if you have passed there and then none of this JAR two weeks for your results crap.
Its not cheap however, Mr Stewart the FAA CFI there has more hours in the flair than most of our total times put together........ and rumour has it that he charges like a wounded Rhino however he's a no nonsense guy I believe, who won't kick the arse out of a course if he thinks you are ready...... (again 2nd hand info)
It costs slightly less than doing it in the states by all accounts
Hope this helps
Soloflight's web site is here
Ive researched this extensively:
if you have a JAA IR you can convert this to a FAA by sitting a 2hour ground exam and having the rating tacked onto your FAA rating.
You can do either the FAA CPL either on a 114 commander or on a twin at soloflight in Humberside every three months they ship an examiner over and conduct FAA CPL & IR checkrides.
There is no neeed to go the states, however places are very limited and booked well in advance. You cannot book a checkride without completed a minimum of I beleive 5 hours with your Instructor assuming you meet all the hours requirements.
If you are a 185 hour chappy you will struggle for minimum hours if you are a relatively experienced 700-1000 hour instructorish sort of person/chappy you will probably have picked up the minimum hours requirements for FAA CPL issue.
I plan do do mine in March, I am currently studying the fantastic KING video collection so th at I can sit the ground exams at soloflight at their Laserquest exam facility. Which incidentally tells you if you have passed there and then none of this JAR two weeks for your results crap.
Its not cheap however, Mr Stewart the FAA CFI there has more hours in the flair than most of our total times put together........ and rumour has it that he charges like a wounded Rhino however he's a no nonsense guy I believe, who won't kick the arse out of a course if he thinks you are ready...... (again 2nd hand info)
It costs slightly less than doing it in the states by all accounts
Hope this helps
Soloflight's web site is here
Thread Starter
Join Date: Apr 2002
Location: UK
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
thanks
So it is cheaper to do JAA stuff in the states and FAA stuff in the UK - what a crazy world.
Thanks for the tip though, I will be looking into it straight away...
dibs
Thanks for the tip though, I will be looking into it straight away...
dibs
