JAA ATPL/CPL(H) Ground School / Distance Learning
Hovering AND talking
Join Date: Feb 2003
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Loss of licence insurance usually just covers loss of earnings, not loss of costs in getting licence.
Cheers
Whirls
Cheers
Whirls
Hovering AND talking
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I would have thought that in the event of any claim, you would have to substantiate your previous earnings.
Cheers
Whirls
Join Date: Apr 2010
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CPL H to ATPL H IR
Greetings.
I have a JAA CPL (h) for over ten years Need to go ATPL (h) with IR, who know which exams you need to do again and can you do your IR course prior to re doing the chuffing CAA written exams again
I have a JAA CPL (h) for over ten years Need to go ATPL (h) with IR, who know which exams you need to do again and can you do your IR course prior to re doing the chuffing CAA written exams again
The 7 IR exams. If you sit them reasonably soon, then the combination of CPL & IR exams will be equivalent to the ATPL theory requirements. If you leave it too long, you will have to sit all 14 ATPL exams.
No.
HTH.
HTH.
Join Date: Nov 2000
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Actually, with a JAA CPL(H) you are exempt Human Factors, so that's only 6. See our big blue ad somewhere on the right for details about theoretical knowledge courses
Phil
Phil
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Distance learning
I am distance learning with CAPT ,CPL(H) and they advised aviationexam.com for the online exams. I am having some difficulty with them ,as i know the answers ,but the way they ask the questions baffle me.Anybody else having the same problems or is that the way EASA works aswell. What about Bristol ,I read good things?
Your thoughts
Your thoughts
Join Date: Nov 2000
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We only advise aviationexam if you are taking the exams anywhere other than UK - for the UK, Bristol is best, as their questions most closely match the UK database which has been modified as much as possible for logic! Of course, if you know the answers already 
it won't really matter!
If the way they ask the questions now baffles you, then watch out, because they are the actual questions you will see in the exams! It's the way JAA/EASA works, and I agree it is absolutely disgraceful, but we just have to live with it, for now, at least (come the revolution).
phil
it won't really matter!If the way they ask the questions now baffles you, then watch out, because they are the actual questions you will see in the exams! It's the way JAA/EASA works, and I agree it is absolutely disgraceful, but we just have to live with it, for now, at least (come the revolution).
phil
Join Date: Mar 2006
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I assume from your location that you're planning to sit the exams in the UK. Given that, I'd go straight for the Bristol DB. Note that there really isn't much need to start hammering questions until just before you write the exams (ie. you've finished studying the material and need to brush up for the exams).
I personally found aviationexam pretty poor, but this was over 18 months ago, so they may well have improved. The cost of a 3-month sub to Bristol is less than it'd cost to resit an exam - that makes it worthwhile in my book!
I personally found aviationexam pretty poor, but this was over 18 months ago, so they may well have improved. The cost of a 3-month sub to Bristol is less than it'd cost to resit an exam - that makes it worthwhile in my book!
Join Date: Jul 2010
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dont waste your money. do your cpl ground only its much easier. the atpl is only required if you want to move on to IR twin and you have to have your rating within 2 years of passing your ground exams. which means you first have to get a job as a cpl and log a 1000hrs before any insurance will stop laughing. this simply wont happen. The other option is spend another 40 000 on self fly hire.
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I believe sunnyhill is doing a CPL(H), but it's a good point - unless large aircraft are on your horizon, the CPL(H) is good enough for most people, especially as it will be eventually morphing into the ATPL(H) VFR anyway. In fact, you have three years within which to get your IR, even though the exams themselves last for 7 years. Go figure.
The other thing to remember is that you also need multi-crew and a type rating on an aircraft that requires 2 pilots. Realistically, you won't get that outside a company.
phil
The other thing to remember is that you also need multi-crew and a type rating on an aircraft that requires 2 pilots. Realistically, you won't get that outside a company.
phil
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repeating the groungschoolllllllll
my apologies i thought it was2, trying to get a job as a low time pilot on singles was hard enough (read the ops manual before you waste your CV to the shredder) and stay well clear of the feline school at cranfield for the groundschool.You will end up teaching yourself and being promised the world. As long as you keep spending money of course. Sorry to be cynical but i could name a dozen good guys who left with the same opinion leaving the fat cats to get fatter.
CPL(H) Study Pack
Can anyone advise who produces the best home study pack for the CPL(H) exams of which I believe there are 9. If you have any idea of the cost that would be helpful also. Thanks.
Join Date: Nov 2000
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It's the best but the only one anyway: Caledonian Advanced Pilot Training - Quality Training For Safer Pilots
2 modules at £795 each or £1495 if you buy both together.
Phil
but the only one anyway: Caledonian Advanced Pilot Training - Quality Training For Safer Pilots2 modules at £795 each or £1495 if you buy both together.
Phil
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FWIW, my understanding is that unless you have an exemption (certain military pilots, etc) you have to do an 'approved course'; this can be either distance or residential. So you can do less classroom time, but you still need to do some. Certainly, when you're booking for the exams, you need to get the booking form signed and stamped by your school.
There is no pure self-study option, just more or less self-study.
There is no pure self-study option, just more or less self-study.
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JAA/EASA Distance Learning Ground School 2011
Any help with this would be greatly appreciated.
After a few years overseas I now have a few months of low season to start my JAA/EASA conversion from an ICAO CPL(h).
Hopefully I'm correct in thinking the first place to start is to do the written exams. So just looking for some information relating to the choice of school and the exams themselves.
Also, with all due respect, it would nice to hear from guys who have first-hand experience studying with the schools rather than only from people affiliated with the providers.
1) It seems that the 2 main schools are Bristol and CAPT. They both appear to have good set-ups and seem popular. Would anyone disagree with this? Is there any other school worth considering?
2) I've heard (and seen on Pprune) alot of good reviews for Bristol. Of course the disadvantage of going with them is that a guy would have to do the Interim course, doing some specifically fixed wing exams. What is the actual overlap between the courses and is doing the interim course really drastically different from doing the helicopter-specific course? What exams are the same (regardless of the programme you're on)? I'd guess Instruments, Aircraft General Knowledge, Human Performance, Radio Navigation, General Navigation, Meteorology, Air Law, Operational Procedures, IFR Comms, VFR Comms must be fairly similar on both courses - the only difference being in Principles of Flight, Flight Planning and Mass and Balance. But I may be way off here.
3) Is anyone aware of any major changes on the horizon in relation to course content or structure?
4) Or cost? I'm guessing nobody's fallen down the rabbit hole yet and found a way out of paying the thousands of dollars for the notes.
5) Does anyone have any experience of dropping one of the subjects on a schools pre-designated Module1 and then sitting that exam with the others on Module2? Just trying to find a way to squeeze in Mod1 before going back to work.
6) And finally, the small details. Is anyone know of any surprises (e.g. certain equipment not included in the package, ridiculous postage costs to Europe, a waiting list to get notes from either school, a waiting list to get on the refresher courses etc.) that a fella should be aware of.
Again, if anyone could provide information or answers to any of these questions it really would be appreciated.
Thank you. CPF
After a few years overseas I now have a few months of low season to start my JAA/EASA conversion from an ICAO CPL(h).
Hopefully I'm correct in thinking the first place to start is to do the written exams. So just looking for some information relating to the choice of school and the exams themselves.
Also, with all due respect, it would nice to hear from guys who have first-hand experience studying with the schools rather than only from people affiliated with the providers.
1) It seems that the 2 main schools are Bristol and CAPT. They both appear to have good set-ups and seem popular. Would anyone disagree with this? Is there any other school worth considering?
2) I've heard (and seen on Pprune) alot of good reviews for Bristol. Of course the disadvantage of going with them is that a guy would have to do the Interim course, doing some specifically fixed wing exams. What is the actual overlap between the courses and is doing the interim course really drastically different from doing the helicopter-specific course? What exams are the same (regardless of the programme you're on)? I'd guess Instruments, Aircraft General Knowledge, Human Performance, Radio Navigation, General Navigation, Meteorology, Air Law, Operational Procedures, IFR Comms, VFR Comms must be fairly similar on both courses - the only difference being in Principles of Flight, Flight Planning and Mass and Balance. But I may be way off here.
3) Is anyone aware of any major changes on the horizon in relation to course content or structure?
4) Or cost? I'm guessing nobody's fallen down the rabbit hole yet and found a way out of paying the thousands of dollars for the notes.
5) Does anyone have any experience of dropping one of the subjects on a schools pre-designated Module1 and then sitting that exam with the others on Module2? Just trying to find a way to squeeze in Mod1 before going back to work.
6) And finally, the small details. Is anyone know of any surprises (e.g. certain equipment not included in the package, ridiculous postage costs to Europe, a waiting list to get notes from either school, a waiting list to get on the refresher courses etc.) that a fella should be aware of.
Again, if anyone could provide information or answers to any of these questions it really would be appreciated.
Thank you. CPF
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OK, there are some specific helicopter subjects on the interim exam (POF, for one), but the main difference is Aircraft General Knowledge, where the airframe and systems stuff is based on the 737. A lot of our students find AGK (and Instruments) a lot tougher than navigation.
The syllabus is changing, but the average student won't notice, except for new questions being brought in at the same time.
Neither Bristol nor CAPT charge "thousands of dollars" for the notes. You have to have them in any case because they are part of their respective approvals. The only way you won't need them is to be exempt formal training with over 1000 hours multi-crew time.
CAPT don't mind if you slip an exam between modules, but you must study the subjects in the correct order. This is because a lot of cr*p and repetition has been eliminated this way. For example, the structure of the atmosphere is mentioned once in Human Factors (the first subject) and is not mentioned again. The module structure between schools is different, though. The CAPT order is:
Module 1: HPL POF AGK INST
Module 2: RNAV MET LAW OPS V/I COMMS
Module 3: M&B PERF FPM GNAV
FPM and GNAV are last because they rely on other subjects - for example, the LOs state that knowledge of MET and LAW are prerequisites for studying FPM. The subject grouping also helps cope with the maximum crossover of questions - GNAV contains a lot of the Instruments syllabus, and COMMS a lot of the RNAV syllabus.
Postage is included worldwide with CAPT fees, the notes take 3-5 working days to arrive (they are printed on demand to make sure they are as up to date as possible), and there is no waiting list for consolidation classes. The only things you need to get on top are the flight computer and the Jeppesen Student Manual.
Phil
The syllabus is changing, but the average student won't notice, except for new questions being brought in at the same time.
Neither Bristol nor CAPT charge "thousands of dollars" for the notes. You have to have them in any case because they are part of their respective approvals. The only way you won't need them is to be exempt formal training with over 1000 hours multi-crew time.
CAPT don't mind if you slip an exam between modules, but you must study the subjects in the correct order. This is because a lot of cr*p and repetition has been eliminated this way. For example, the structure of the atmosphere is mentioned once in Human Factors (the first subject) and is not mentioned again. The module structure between schools is different, though. The CAPT order is:
Module 1: HPL POF AGK INST
Module 2: RNAV MET LAW OPS V/I COMMS
Module 3: M&B PERF FPM GNAV
FPM and GNAV are last because they rely on other subjects - for example, the LOs state that knowledge of MET and LAW are prerequisites for studying FPM. The subject grouping also helps cope with the maximum crossover of questions - GNAV contains a lot of the Instruments syllabus, and COMMS a lot of the RNAV syllabus.
Postage is included worldwide with CAPT fees, the notes take 3-5 working days to arrive (they are printed on demand to make sure they are as up to date as possible), and there is no waiting list for consolidation classes. The only things you need to get on top are the flight computer and the Jeppesen Student Manual.
Phil