UKCAA ATPL Conversion
 

As an experienced pilot with an FAA ATPL and type ratings on the A320 and CL604, I’ve accumulated 2,000 hours of flight time and am now preparing to convert my FAA license to a UK CAA ATPL to expand my career opportunities in the UK . While researching the process, I’ve realized that self-study is not a viable option for me. The vast syllabus and specific nuances of the UK CAA exams require a structured learning environment that I believe an onsite course can provide. Therefore, I’m seeking recommendations for training schools around London that offer comprehensive UK CAA ATPL conversion courses. Proximity to London is essential, as it aligns with my current living situation.

Another significant concern for me is the timeline. The standard conversion process seems to take up to six months, which feels like a long time given my goal of resuming operations as soon as possible. If there are any fast-track options available, I would be highly interested. I’m also curious about the practical aspects of the conversion after completion of the theory. what will i need to do?

Finally, I’d appreciate any tips from pilots who’ve successfully navigated this journey. Whether it’s about document preparation, understanding exam expectations, or avoiding common pitfalls, any insights to ensure a smooth process would be invaluable. Thank you in advance for any advice, recommendations, or guidance!

I'd have to say the opposite: distance learning is a much better and quicker option. You already know 90% if it so sitting through "this is a wing" will be a waste of time. With self study you can motor through it, stopping to actually study the bits that are new to you. One of the peculiarities of the 'system' is that the authority writes the exam questions but not the training material - leaving the ATOs to 'guess' what to teach you.. Hence why everyone relies on question banks.

I agree with rudestuff.

I would also point out that there are no "specific nuances" for the UK - they follow the EASA database, although some of their questions have been modified/removed for common sense and clarity. The bits you might have a problem with would be operational procedures and air law, which are the most important when joining a company anyway.

With reference to databases, be aware that they don't have everything and much of the feedback that they use is wrong anyway.

I may be completely wrong but typically an FAA ATP starts acquiring jet hours after 1500 hours. With 2000 and two type ratings - do you have 500 multi crew hours and do you have 500 hours on either the A320 or CL604? Because if you have 500 hours multi crew then you can hold an ATPL - if not you'll need to do a CPL/IR. If you have 500 on either type, you can do an ATPL LST and get the type rating. If not you'll need to do a type rating course.

You can also self certify for the exams if you have the right number of P1 hours in an aircraft that requires two pilots. It used to be 1000 hours but it may have changed.

I think you can self certify if you have the equivalent ICAO licence.

Thank you for your message! I’ve decided to use BGS for online study to move through the material quickly. Most of my hours are on the King Air 200 in a multi-crew environment in the Caribbean. After returning to the U.S. with my ATP, COVID disrupted my A320 FO role, and now I’m flying corporate on the CL604 with 50 hours on type. My goal is to obtain the UK CAA ATPL with my A320 type rating. Do you know if it’s possible to do a checkride with a UK CAA-approved examiner in an A320 simulator to transfer the type rating? Also, since the King Air 200 is a single-pilot aircraft, do you think I might still qualify for a waiver to avoid going through an ATO for the theory? Thanks again for your insights!

Hi Paco,Thank you for your response. Unfortunately, most of my flight hours are on the King Air 200. While I am type-rated on the A320, I currently have no hours on type and only 50 hours on a multi-crew aircraft (CL604). However, I operated the King Air in a multi-crew environment, as it was a requirement outlined in my company’s operations manual.
I checked the BGS website, and it seems that it may still be possible to obtain my ATPL by providing evidence that my previous company’s operations manual mandated two-pilot operations. However, I am a bit uncertain if this approach will work. I reached out to the CAA for clarification, but unfortunately, their response was not helpful.

Here is where I found on BGS for reference: BGS ATPL Conversion.

I'm not sure it will. Canada gets round it on some aircraft that require two pilots for IFR. Maybe you could try that, although they may need proof of an MCC course.

And as rudestuff rightly says, you need the equivalent licence as well. :)

The CAA has confirmed that I am exempt from the requirement to use an ATO. To obtain the exemption, I need to demonstrate currency on a multi-crew aircraft and complete the necessary forms, as I hold the FAA equivalent license and two multi-crew aircraft type ratings. I will begin studying for the theory exams immediately. Thank you for your assistance :)