Converting non-JAA (Including FAA) license to JAA licence
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So.... if the JAA system is to be binned - Does everyone really think that from 1st Jan 2007 the EASA is going to let anyone with an FAA CPL get automatically issued with a JAA/EASA CPL??? surely the CAA/Bristol gs/Oxford/Cab Air etc will not stand for that? And what about all the people who are in the middle of studying for the JAA ATPLs when the JAA is binned?
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Originally Posted by nervy
So.... if the JAA system is to be binned - Does everyone really think that from 1st Jan 2007 the EASA is going to let anyone with an FAA CPL get automatically issued with a JAA/EASA CPL??? surely the CAA/Bristol gs/Oxford/Cab Air etc will not stand for that? And what about all the people who are in the middle of studying for the JAA ATPLs when the JAA is binned?
And if that happens, I think more people will choose to stay here, even more people will come over here. And it will be interesting to see how the European companies will get qualified pilots for theyr positions when there are no more 800-1000 hour pilots to digg up. "The problem has already started"
This is NOT something that will happend in the first few years, but in time it might. Who knows? Just being realistic.
I can see how pilots from the JAA side might feel about this whole thing. But people having a FAA/ICAO education is getting more and more frustrated about the whole JAA system. And if more pilots choose to stay outside the EU, that might lead to something in the future.
Like someone else has commented, if the US companies starts sponsoring your visa, I hope the FAA makes it just as difficult for JAA pilots to convert to FAA, as FAA has to JAA today. Because than i think the unemployed JAA pilots will get another tone as well.
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I am a little confused, and this was all several years ago so may well have changed...
When I converted an ICAO licence to FAA I had to sit the FAA theory, obtain the relevant medical, do 3 hours with an FAA CFI and then take a skills test.
When I converted an ICAO licence to JAA I had to sit the JAA theory, obtain the relevant medical, do a few hours training "at discretion of the head of training" and then take a skills test.
Seems they both have fundamentally the same requirements
In fact, the FAA had another step which involved getting a "restricted PPL" beforehand.
Unless I was fleeced and there was a different way to do the FAA conversion
EASA is not looking promising IMHO
When I converted an ICAO licence to FAA I had to sit the FAA theory, obtain the relevant medical, do 3 hours with an FAA CFI and then take a skills test.
When I converted an ICAO licence to JAA I had to sit the JAA theory, obtain the relevant medical, do a few hours training "at discretion of the head of training" and then take a skills test.
Seems they both have fundamentally the same requirements
In fact, the FAA had another step which involved getting a "restricted PPL" beforehand.
Unless I was fleeced and there was a different way to do the FAA conversion
EASA is not looking promising IMHO
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hey buddy...noticed your quote with regards to the time requirements for converting an FAA CPL -H to a JAA cCPL -H. I was told it is 155 hours, is this true? Also where may i find more info on the requirements if you have more than 185?
appreciate your time and help...regards
appreciate your time and help...regards
Originally Posted by jeepys
Converting from FAA to JAA is really not that expensive. As far as the flying portion, as long as you have 185 hours (incl. the required no. of night, X country, P1 etc) you can do your skills test without having to do a 30 hour modular course of flying training.
The rules are the rules and if you want the benefits just get on with it rather than moan. If you dont like the rules then respect those who have had to endure 'The system' and have put their money where their mouth is.
Thankyou.
The rules are the rules and if you want the benefits just get on with it rather than moan. If you dont like the rules then respect those who have had to endure 'The system' and have put their money where their mouth is.
Thankyou.
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FAA CPL-H to JAA CPL -H conversion
FAA CPL-H to JAA CPL -H conversions
Can anyone cast any light on the time requirments for conversion? I have heard that you require 155 hours and have to have an extra 30 hours JAA training before you are eligible for the practical test. However i have also heard that if you have 185 hours, no further JAA training is required; Is this true?
Another quick question...In the US, pilots with less than 500 hours normally go the instructor route to get the hours before they can find any other work. What do pilots with less than 1000 hours do in the UK? What are the job options? Any potential employers?
Appreciate your time and help everyone....
Can anyone cast any light on the time requirments for conversion? I have heard that you require 155 hours and have to have an extra 30 hours JAA training before you are eligible for the practical test. However i have also heard that if you have 185 hours, no further JAA training is required; Is this true?
Another quick question...In the US, pilots with less than 500 hours normally go the instructor route to get the hours before they can find any other work. What do pilots with less than 1000 hours do in the UK? What are the job options? Any potential employers?
Appreciate your time and help everyone....
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Read this
To answer your questions in brief: You must have 185 hours minimum by test day. Usually people hour build to 155 hours, then sit a 30 hour modular course. If you have an ICAO professional licence already, you don't have to do 30 hours (it is training as required, but don't expect that to be none) but you do still have to have a total of 185 hours.
Jobs - almost non-existent unless you have an instructors rating or an instrument rating.
To answer your questions in brief: You must have 185 hours minimum by test day. Usually people hour build to 155 hours, then sit a 30 hour modular course. If you have an ICAO professional licence already, you don't have to do 30 hours (it is training as required, but don't expect that to be none) but you do still have to have a total of 185 hours.
Jobs - almost non-existent unless you have an instructors rating or an instrument rating.
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It wouldn't be smart of Canada to go JAA, they'd loose a lot of flight training income that way.
JAA is changing anyway as of next year. EASA is taking over. I mentioned this a couple of times before but everybody seems to ignore that. So Canada couldn't join that, would it?
JAA is changing anyway as of next year. EASA is taking over. I mentioned this a couple of times before but everybody seems to ignore that. So Canada couldn't join that, would it?
How will this change things?
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Hopefully, at least anyway, accept qualifications from other ICAO countries as credit towards a JAA licence. If you already hold an ICAO ATP perhaps not so many exams, or none if poss!!!!! But who knows fingers crossed for some improvement anyway......
But who knows fingers crossed for some improvement anyway......
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FAA to JAA
Hi All,
Have been reading the forums for a while now so though it was about time I joined.
I have a question that you knowledgeable chaps will be able to answer for me. I am currently a UK resident but doing PPLH training in Florida and hope to have finished my training by end January, maybe beginning of February. Training in an R22 but will add an R44 rating at the end.
Mt question is what is involved in converting from FAA to JAA. Also will I be able to rent a G registered machine on an FAA without converting. Seem to be getting some conflicting answers so I thought you guys would be best to turn to.
Thanks
Have been reading the forums for a while now so though it was about time I joined.
I have a question that you knowledgeable chaps will be able to answer for me. I am currently a UK resident but doing PPLH training in Florida and hope to have finished my training by end January, maybe beginning of February. Training in an R22 but will add an R44 rating at the end.
Mt question is what is involved in converting from FAA to JAA. Also will I be able to rent a G registered machine on an FAA without converting. Seem to be getting some conflicting answers so I thought you guys would be best to turn to.
Thanks
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Hedge36: Thanks for your reply, currently in freezing cold Norfolk, was in Florida last week and return to Palm Beach area on Sunday 4th January till end of the month.
Vital Actions: Thanks for your reply, I had both my CAA and FAA medicals done at the same time, so OK there, your two answers are very similar to what I have been told by others. A couple of different versions and it seems that it will be different from school to school. I intend to continue to fly in USA as I visit regularly and am looking forward to being able to fly there. Also intend to fly here in UK, although probably less here than in USA due to cost.
I think the ultimate for me would be able to rent R22's and R44's here in the UK on my FAA license, without going through the expense of convertion if not necessary.
Vital Actions: Thanks for your reply, I had both my CAA and FAA medicals done at the same time, so OK there, your two answers are very similar to what I have been told by others. A couple of different versions and it seems that it will be different from school to school. I intend to continue to fly in USA as I visit regularly and am looking forward to being able to fly there. Also intend to fly here in UK, although probably less here than in USA due to cost.
I think the ultimate for me would be able to rent R22's and R44's here in the UK on my FAA license, without going through the expense of convertion if not necessary.
In fairness Vital I don't believe your school had unreasonable demands, particularly for newly qualified pilots coming back to UK airspace and UK RT.
I was just pointing out what I believe to be the legal minimums, I think some schools try it on, to extract more cash, for some people going over the top may not be appropriate and its handy to know what you can do ?
I'd be interested to know if any insurance companies have said JAA licence only, or if companies have negotiatied discounts by specifying it, or if some say its that way to get their way.
I don't see what the problem is with individual schools having their own requirements for solo hire, the aircraft is after all their responsibility, I just think it inappropriate when they tell the customer its a legal requirement when it isn't and that then gets perpertuated as gospel, particularly when some of the people concerned go on to be instructors and believe these things themselves.
I was just pointing out what I believe to be the legal minimums, I think some schools try it on, to extract more cash, for some people going over the top may not be appropriate and its handy to know what you can do ?
I'd be interested to know if any insurance companies have said JAA licence only, or if companies have negotiatied discounts by specifying it, or if some say its that way to get their way.
I don't see what the problem is with individual schools having their own requirements for solo hire, the aircraft is after all their responsibility, I just think it inappropriate when they tell the customer its a legal requirement when it isn't and that then gets perpertuated as gospel, particularly when some of the people concerned go on to be instructors and believe these things themselves.
From Non JAA to JAA (PPL)
Hi there
I just did that about a year ago from. Check Appendix II to JAR FCL 2.015
This are the requirements:
- Valid original license and medical
- To hold Radio telephony privileges acepted by the authority
- Have >100 HRS
- Pass AIR LAW and HUMAN PERFORMANCE written exams
- Pass PPL Skill Test
- Fulfill relevant requirements of subpart F
Good luck
I just did that about a year ago from. Check Appendix II to JAR FCL 2.015
This are the requirements:
- Valid original license and medical
- To hold Radio telephony privileges acepted by the authority
- Have >100 HRS
- Pass AIR LAW and HUMAN PERFORMANCE written exams
- Pass PPL Skill Test
- Fulfill relevant requirements of subpart F
Good luck
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I can only speak for what I researched for germany, but being a member of the oh so jointly regulated JAA 
, it might apply for the UK too, that you only need to get an RT license (and the FAA PPL of course) to apply for validation.
The FAA license can be validated or transfered; the latter certainly requiring to comply with JAA currency regs.
Validation makes it cheaper, since under FAA regs you only need to get a biannual flight review (min 1 hour flight time). That is probably not enough if one decides to pick up flying again after a few years break, but certainly cheaper than 12 hours of flying. After that you just need another validation letter.
, it might apply for the UK too, that you only need to get an RT license (and the FAA PPL of course) to apply for validation.The FAA license can be validated or transfered; the latter certainly requiring to comply with JAA currency regs.
Validation makes it cheaper, since under FAA regs you only need to get a biannual flight review (min 1 hour flight time). That is probably not enough if one decides to pick up flying again after a few years break, but certainly cheaper than 12 hours of flying. After that you just need another validation letter.