JAR IR conversion route.
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JAR IR conversion route.
Hi,
Has anybody completed an ICAO IR then done the conversion to JAR IR.
I've seen a post regarding this but the replies where from relatively high hour people.
I am considering doing the FAA IR as I can fully use my experience gained doing the IMC rating and then convert when I get back to England.
Any comments on the likely difficulties.
Cheers,
FIS
Has anybody completed an ICAO IR then done the conversion to JAR IR.
I've seen a post regarding this but the replies where from relatively high hour people.
I am considering doing the FAA IR as I can fully use my experience gained doing the IMC rating and then convert when I get back to England.
Any comments on the likely difficulties.
Cheers,
FIS
Join Date: Oct 2001
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Did the conversion from FAA to JAA IR in August / September. It's 15 hours minimum (up to 5 of which can be FNPT1 if I recall). Pretty much got through it in the 15 hours, and hadn't flown IR since passing the FAA test in July 2000. I had about 250 hours TT when starting the conversion.
The FAA IR will give you a good enough grounding on the holds / approaches which differ very little. NDB holds are a lot easier than those VOR and FIX holds you do in the states. On the FAA IR you get unpublished holds on VOR radials at DME fixes which you don't know about before you set off. They are a real pain because you have to work them out a few minutes in advance with entry / wind correction etc... not fun when you're bouncing around in moderate turbulence and still maintaining +/- 100ft!
The R/t is a lot different over here and that was a bit of a hurdle for me, but I pretty much got over that doing the CPL before the IR itself. Also worth noting I went straight onto the IR conversion from the CPL course in the very same aircraft which helped a lot.
The FAA IR will give you a good enough grounding on the holds / approaches which differ very little. NDB holds are a lot easier than those VOR and FIX holds you do in the states. On the FAA IR you get unpublished holds on VOR radials at DME fixes which you don't know about before you set off. They are a real pain because you have to work them out a few minutes in advance with entry / wind correction etc... not fun when you're bouncing around in moderate turbulence and still maintaining +/- 100ft!
The R/t is a lot different over here and that was a bit of a hurdle for me, but I pretty much got over that doing the CPL before the IR itself. Also worth noting I went straight onto the IR conversion from the CPL course in the very same aircraft which helped a lot.
Join Date: Apr 2001
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LOC Green,
Just to be sure, did you get a "full/unrestricted/standard" JAR-FCL CPL/IR licence or a validation of your FAA CPL/IR ?
As far as I know, a non-JAA licence is quite useless (beyond PPL stage) if you don't also have hundreds of hours with it (full ATPL, multi-crew hours, that kind of things).
Thanks !
Just to be sure, did you get a "full/unrestricted/standard" JAR-FCL CPL/IR licence or a validation of your FAA CPL/IR ?
As far as I know, a non-JAA licence is quite useless (beyond PPL stage) if you don't also have hundreds of hours with it (full ATPL, multi-crew hours, that kind of things).
Thanks !
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I am myself converting from an ATP conversion, faa to jaa.
the main difference I see in the 2 systems is the practical part .it looks "richer" in the US and I have learned a lot through my 10 years of flight experience. in Europe, theory is much better and it s go deeper in a lot of subjects.
for the practical side, I flew a little bit in Europe. It s a lot of Map tracking.Just set your VOR, and it will bring you on the ILS.
at the end, it s nice to be able to fly in both system!
the main difference I see in the 2 systems is the practical part .it looks "richer" in the US and I have learned a lot through my 10 years of flight experience. in Europe, theory is much better and it s go deeper in a lot of subjects.
for the practical side, I flew a little bit in Europe. It s a lot of Map tracking.Just set your VOR, and it will bring you on the ILS.
at the end, it s nice to be able to fly in both system!
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Stratocruiser,
No i have the full whack - just like the guy who went and did the full CPL and IR modules. No mention of the FAA on my JAR licence.
You can convert an ICAO CPL to a JAA CPL with training at an FTO then the Skills Test, and since the Summer you have been able to get the JAA IR from an ICAO IR with 15 hours training and a Skills Test.
My FAA IR was also not current at the time (but was of course valid).
Hope this helps.
No i have the full whack - just like the guy who went and did the full CPL and IR modules. No mention of the FAA on my JAR licence.
You can convert an ICAO CPL to a JAA CPL with training at an FTO then the Skills Test, and since the Summer you have been able to get the JAA IR from an ICAO IR with 15 hours training and a Skills Test.
My FAA IR was also not current at the time (but was of course valid).
Hope this helps.
Join Date: Dec 2002
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Hi
Currently living in South Africa and will be completing my SA CPL/IR by April if all goes well.
As I'm British it has always been my intention to get my JAR licence as well. Obvioulsy the rules have changed quite a bit since I first started flying and its most welcome that in particular an ICAO IR holder only needs to do a 15 hour course most of which can be in a sim.
Question: As an ICAO CPL/IR does one need to first have the 14 ATPL theory subjects in order to be issued with a JAR CPL/IR?
Thanks
Currently living in South Africa and will be completing my SA CPL/IR by April if all goes well.
As I'm British it has always been my intention to get my JAR licence as well. Obvioulsy the rules have changed quite a bit since I first started flying and its most welcome that in particular an ICAO IR holder only needs to do a 15 hour course most of which can be in a sim.
Question: As an ICAO CPL/IR does one need to first have the 14 ATPL theory subjects in order to be issued with a JAR CPL/IR?
Thanks
