FAA vs JAA IR, future career plan
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Join Date: Aug 2004
Location: Aberdeenshire
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FAA vs JAA IR, future career plan
Hi all,
I'm relatively new in, but happy with my progress to date. I have been thinking about career progression. I read a lot about making the step from Robbie/Instructing to more serious flying (feels quite serious to me btw), I am based in the UK, but happy to travel. It seems there is going to be more of a shortage of experienced pilots, but I would like advice about how best to bridge the gap between Robbie/instructing and those with many hours and a range of flying experience.
At the moment I am about 700 hours, 100 in R44, 50 in EC120, balance R22. I have JAA ATPL exams, passed May 2005, I have been up to Aberdeen, but don't want to do UK offshore work. I am getting in 40-50 hours a month.
I could scrape together money for IR or twin and am considering doing IR before my exams time out in May 2008. I gather a lot of UK IR facilities are booked 9-12 months ahead and I wouldn't want to to do IR until I have more turbine time.
So I am hoping that in autumn 2007/spring 2008, I'll be moving towards 1500 hours 300 turbine, 700 instructing. I also enjoy the instructing very much, it's not just a means of hourbuilding to me and very much enjoy where I am working currently.
Question is can I save money by going FAA IR, then JAA IR. Or would you suggest not bothering with IR and go VFR twin instead or am I missing some other route completely that I should be considering.
I gather day rates in the UK about £250 single, £300 twin, £350 IR, seems a lot to invest in an IR for a few extra £ a day, but perhaps it will pay off in a different way down the line.
Looking forward to your views.
I'm relatively new in, but happy with my progress to date. I have been thinking about career progression. I read a lot about making the step from Robbie/Instructing to more serious flying (feels quite serious to me btw), I am based in the UK, but happy to travel. It seems there is going to be more of a shortage of experienced pilots, but I would like advice about how best to bridge the gap between Robbie/instructing and those with many hours and a range of flying experience.
At the moment I am about 700 hours, 100 in R44, 50 in EC120, balance R22. I have JAA ATPL exams, passed May 2005, I have been up to Aberdeen, but don't want to do UK offshore work. I am getting in 40-50 hours a month.
I could scrape together money for IR or twin and am considering doing IR before my exams time out in May 2008. I gather a lot of UK IR facilities are booked 9-12 months ahead and I wouldn't want to to do IR until I have more turbine time.
So I am hoping that in autumn 2007/spring 2008, I'll be moving towards 1500 hours 300 turbine, 700 instructing. I also enjoy the instructing very much, it's not just a means of hourbuilding to me and very much enjoy where I am working currently.
Question is can I save money by going FAA IR, then JAA IR. Or would you suggest not bothering with IR and go VFR twin instead or am I missing some other route completely that I should be considering.
I gather day rates in the UK about £250 single, £300 twin, £350 IR, seems a lot to invest in an IR for a few extra £ a day, but perhaps it will pay off in a different way down the line.
Looking forward to your views.
Join Date: Nov 2005
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FAA Vs JAA
jemax
My advice is, if you intend staying in the UK/Europe skip the FAA and do a JAR IR, from what I've seen, pilots who did a JAR IR tend to be more confident with actually using it, (and I have friends in both categories (FAA & JAR), no offence intended to FAA but its different course for a different country.
No point flying an advanced twin with all the bells and whistles and not being able to use them. (speaking from experience) If you get your own IR it shows commitment and potential employers like that, and decent ones will give you the type rating required anyway (usually with some sort of bond involved).
Good Luck.....
Regards
BC.
My advice is, if you intend staying in the UK/Europe skip the FAA and do a JAR IR, from what I've seen, pilots who did a JAR IR tend to be more confident with actually using it, (and I have friends in both categories (FAA & JAR), no offence intended to FAA but its different course for a different country.
No point flying an advanced twin with all the bells and whistles and not being able to use them. (speaking from experience) If you get your own IR it shows commitment and potential employers like that, and decent ones will give you the type rating required anyway (usually with some sort of bond involved).
Good Luck.....
Regards
BC.
Join Date: May 2006
Location: Europe
Age: 45
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steep off your high horseI know people with both too, and to be honest the only real difference is mostly a false sense of superiority of an elitist system
Weather you are prepared to use it or not, depends purely on the quality of the training you receive. If you go to some two-bit school which just focus’s on “getting the rating”, regardless of system, you will not be prepared.
I guess if money were not an option (which I assume it probably is), I would rather be home every day, eating mince and tatties with the misses. However the FAA route first then doing the JAA saves you a lot of money compared to doing it in the uk right out.
My two cents
Join Date: Nov 2005
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TGZ,
I stand by what I said in my earlier post, there is a bit of a difference flying IFR in the UK where the weather is bad a lot of the year and icing levels a big issue during winter and flying IFR in Florida where weather is good most of the time
It may be possible to save a bit of money doing FAA first but that is assumig Jemax gets through FAA IR and JAR conversion all in the minimum time...
What I was talking about was pilots with FAA license and IR flying N reg helicopters in the UK.
Regards,
BC.
I stand by what I said in my earlier post, there is a bit of a difference flying IFR in the UK where the weather is bad a lot of the year and icing levels a big issue during winter and flying IFR in Florida where weather is good most of the time
It may be possible to save a bit of money doing FAA first but that is assumig Jemax gets through FAA IR and JAR conversion all in the minimum time...
What I was talking about was pilots with FAA license and IR flying N reg helicopters in the UK.
Regards,
BC.
Join Date: Aug 2006
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JAA vs FAA or CASA
I ve a simple question: I was processed in my career in a very tight and strict selection in FW ratings & examinations.
May I apply for a more sportys conversion in an Australian or New Zealand license?
Because if I have to undergo to a process from Zero hours credit I will give up from the start.
Getting a NZ RW license will give me some credit compare to a JAA License?
Ciao
I ve a simple question: I was processed in my career in a very tight and strict selection in FW ratings & examinations.
May I apply for a more sportys conversion in an Australian or New Zealand license?
Because if I have to undergo to a process from Zero hours credit I will give up from the start.
Getting a NZ RW license will give me some credit compare to a JAA License?
Ciao
