anbody converted an FAA - JAA cpl(h)??
Thread Starter
Join Date: Jan 2006
Location: uk
Posts: 29
Likes: 0
Received 0 Likes
on
0 Posts
anbody converted an FAA - JAA cpl(h)??
Has anybody converted an FAA CPL(h) to a JAA CPL(h) and if so how difficult was it to do ..... i understand there are exams to be taken but in reality was the process a difficult one? If any of you have done it, is there anybody that has done it to gain the class 1 med on the renewal terms. I have a problem with one ear and will easily pass a working environment or flight deck test but won't pass the initial class 1 audiogram. This has been suggested as an alternative route.....please help i keep getting differing answers from different people - but none of them have actually done that route. Also if i can only get an FAA CPL(h) where other than the states could i fly - i hear nigeria would be ok but you need 2000hrs plus to go and work there for a big operator like bristows etc 
Join Date: Jul 2005
Location: Steel City
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
As the search function is broken on the forums at the moment you can use Google try pasting the following into the search box......
convert faa to jaa cpl(h) site:pprune.org
convert faa to jaa cpl(h) site:pprune.org
Join Date: Jan 2006
Location: europe
Posts: 148
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
Source: LASORS 2006
Non-JAA CPL(H)
The holder of a valid (or non-expiring) CPL(H) issued in accordance with ICAO Annex 1 by a non-JAA State may be issued with a JAR-FCL CPL(H) providing the experience requirements of JAR-FCL 2.155(b) and (c) have been met. Applicants' must:-
• Hold a valid JAR-FCL Class 1 medical certificate.
• Undertake CPL(H) theoretical knowledge instruction as determined by the Head of Training of an approved training provider and pass ALL of the JAR-FCL theoretical knowledge examinations at CPL(H) level. Applicants who wish to attempt examinations at a higher level
(i.e. ATPL(H) level) must undertake the full 650 hour course of approved theoretical knowledge instruction and pass ALL of the JAR-FCL theoretical knowledge examinations at ATPL (H) level.
• Undertake flying training as determined by the Head of Training of a Flight Training Organisation approved to conduct CPL(H) modular flying training courses, sufficient to obtain the pre-entry Form 170A and pass the CPL(H) Skill Test (in accordance with Appendices 1 and 2 to JAR-FCL 2.170) with a CAA Flight Examiner;
• Qualify for the issue of a UK Flight Radio Telephony Operator’s Licence – Section B refers
If you hold a valid ICAO Class 1 medical, you are required to undertake an extended UK JAR Class 1 revalidation/renewal examination at UK AMC (see this flow chart )
That is a full initial class 1 examination, less the EEG and the chest xray.
Also see here
Non-JAA CPL(H)
The holder of a valid (or non-expiring) CPL(H) issued in accordance with ICAO Annex 1 by a non-JAA State may be issued with a JAR-FCL CPL(H) providing the experience requirements of JAR-FCL 2.155(b) and (c) have been met. Applicants' must:-
• Hold a valid JAR-FCL Class 1 medical certificate.
• Undertake CPL(H) theoretical knowledge instruction as determined by the Head of Training of an approved training provider and pass ALL of the JAR-FCL theoretical knowledge examinations at CPL(H) level. Applicants who wish to attempt examinations at a higher level
(i.e. ATPL(H) level) must undertake the full 650 hour course of approved theoretical knowledge instruction and pass ALL of the JAR-FCL theoretical knowledge examinations at ATPL (H) level.
• Undertake flying training as determined by the Head of Training of a Flight Training Organisation approved to conduct CPL(H) modular flying training courses, sufficient to obtain the pre-entry Form 170A and pass the CPL(H) Skill Test (in accordance with Appendices 1 and 2 to JAR-FCL 2.170) with a CAA Flight Examiner;
• Qualify for the issue of a UK Flight Radio Telephony Operator’s Licence – Section B refers
If you hold a valid ICAO Class 1 medical, you are required to undertake an extended UK JAR Class 1 revalidation/renewal examination at UK AMC (see this flow chart )
That is a full initial class 1 examination, less the EEG and the chest xray.
Also see here
Re: anbody converted an FAA - JAA cpl(h)??
Sounds like a bit of Reciprocity is in order....no more conversions to the FAA licence until training to meet the full requirements for the license is obtained in the USA.
650 hour course!
Give me a fecking break!
650 hour course!
Give me a fecking break!
Thread Starter
Join Date: Jan 2006
Location: uk
Posts: 29
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
ok mongoose seeing as how you know it all!!!!
(thanks for the diagram info and Lasor info by the way...)
What about other Countries happy with the FAA ticket ?
thanks for your help so far by the way..
(thanks for the diagram info and Lasor info by the way...)
What about other Countries happy with the FAA ticket ?
thanks for your help so far by the way..
Re: anbody converted an FAA - JAA cpl(h)??
You are right SASless, this JAR is a return to dark ages, and instead of working out a clear and flexible regulation designed to help and enhance helicopter versability, this "old europe" has striken again....we are now stuck in a the gloomy dictatorship of technocrats...
When we fly on helicopters non european registred, this regulation has become a real burden to crews and employers.
The FAA or Canadian licence would defintly have been the good choice.
When we fly on helicopters non european registred, this regulation has become a real burden to crews and employers.
The FAA or Canadian licence would defintly have been the good choice.
Join Date: Sep 2002
Location: Pennsylvania, USA
Age: 57
Posts: 321
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
I would dearly wish something would change, as I hope to have my FAA ATPL (H) soon. I would like to return to the UK, and fly there to be closer to my family. There have been numerous rumours about JAA accepting other ICAO qualifications., I think it maybe a case and wait and see..
Darren
Darren
Join Date: Jan 2006
Location: europe
Posts: 148
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
As far as the rest of JAR Europe goes I would presume the requirements are the same; for elsewhere in the world perhaps someone with more local knowledge can assist you.
Whether the requirements for licencing are sensible put to one side, I personally don't feel that it is unreasonable to expect a non-national to jump through the same hoops as a national. Of course in an ideal world the hoops would be universal but in the mean time I have always taken that as given for each "conversion" I have done.
NB - I use the term "national" and "non-national" loosely, I am aware often it is a national attempting to convert back to a licence of their country of origin
Whether the requirements for licencing are sensible put to one side, I personally don't feel that it is unreasonable to expect a non-national to jump through the same hoops as a national. Of course in an ideal world the hoops would be universal but in the mean time I have always taken that as given for each "conversion" I have done.
NB - I use the term "national" and "non-national" loosely, I am aware often it is a national attempting to convert back to a licence of their country of origin
Re: anbody converted an FAA - JAA cpl(h)??
Now I wonder whether the JAA system is over the top and the more "lenient" systems are closer to the mark.
I listened to the CAA route being so vastly superior to the FAA for years....and in the end....the only difference is the atrocious costs and administrative burden imposed upon the users by the bureaucracy.
It took exposure to the UK and European systems to convince me all my whining about the FAA was a bit unfair.
When I walk up to the counter there near Gatwick...with 20 years experience and 10,000 hours...ATP and IF rating, multiengine time, instrument time, night time...honest to God mountain time which you cannot get in the UK....to be told I have to take a 650 hour long training course.....that is a hulking great load of Bovine Feces folks. There is no justifying that. NONE!
Taking the Air Law....no problem. Doing a check ride...no problem. Do what training is needed to become conversant with the flight rules and procedures for the local area extant....no problem.
In the UK right now there are hundreds if not thousands of foreign registered aircraft. Ever wonder why?
They do not seem to be falling out of the sky....must be some reason for that too I bet.
I listened to the CAA route being so vastly superior to the FAA for years....and in the end....the only difference is the atrocious costs and administrative burden imposed upon the users by the bureaucracy.
It took exposure to the UK and European systems to convince me all my whining about the FAA was a bit unfair.
When I walk up to the counter there near Gatwick...with 20 years experience and 10,000 hours...ATP and IF rating, multiengine time, instrument time, night time...honest to God mountain time which you cannot get in the UK....to be told I have to take a 650 hour long training course.....that is a hulking great load of Bovine Feces folks. There is no justifying that. NONE!
Taking the Air Law....no problem. Doing a check ride...no problem. Do what training is needed to become conversant with the flight rules and procedures for the local area extant....no problem.
In the UK right now there are hundreds if not thousands of foreign registered aircraft. Ever wonder why?
They do not seem to be falling out of the sky....must be some reason for that too I bet.
Join Date: Sep 2001
Location: Europe
Posts: 174
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
SASless:
Maybe that is why JAR-FCL 2 states:
An applicant for a JAR-FCL(H) licence and IR(H), if applicable, already holding at least an equivalent licence issued in accordance with ICAO Annex 1 by a non-JAA Member State shall meet all the requirements of JAR-FCL, except that the requirements of course duration, number of lessons and specific training hours may be reduced...
and
The holder of an ATPL(H) with valid IR(H) issued in accordance with ICAO Annex 1 who meets the 1 000 hours flying experience requirements on multi-pilot helicopters as PIC or co-pilot of Appendix 1 to JAR-FCL 2.015 may be exempted from the requirements to undergo approved training prior to undertaking the theoretical knowledge examinations and the skill test, provided that the licence contains a valid multi-pilot type rating with IR(H) privileges for the helicopter to be used for the ATPL(H) skill test in accordance with JAR-FCL 2.295.
The LASORs are not JARs
Cheers,
RedBar1
Maybe that is why JAR-FCL 2 states:
An applicant for a JAR-FCL(H) licence and IR(H), if applicable, already holding at least an equivalent licence issued in accordance with ICAO Annex 1 by a non-JAA Member State shall meet all the requirements of JAR-FCL, except that the requirements of course duration, number of lessons and specific training hours may be reduced...
and
The holder of an ATPL(H) with valid IR(H) issued in accordance with ICAO Annex 1 who meets the 1 000 hours flying experience requirements on multi-pilot helicopters as PIC or co-pilot of Appendix 1 to JAR-FCL 2.015 may be exempted from the requirements to undergo approved training prior to undertaking the theoretical knowledge examinations and the skill test, provided that the licence contains a valid multi-pilot type rating with IR(H) privileges for the helicopter to be used for the ATPL(H) skill test in accordance with JAR-FCL 2.295.
The LASORs are not JARs
Cheers,
RedBar1
Join Date: May 2001
Location: Ireland
Posts: 52
Likes: 0
Received 0 Likes
on
0 Posts
Re: anbody converted an FAA - JAA cpl(h)??
In 2007 JAA in it's current form ceases to exist. EASA is taking the licensing over. As I understood the EASA is going to change everything and accepting FAA licenses. Of course there will be some form of conversion and it also depends on hours, but the ridiculous JAA system will be gone.
The only reason why there's a 'good' safety record in JAA countries is because nobody flies.
The only reason why there's a 'good' safety record in JAA countries is because nobody flies.
