EASA vs FAA
 

Hello guys, I will keep this question simple as I know we all have limited time.

I apologize for asking something that has been in the forum since forever. I already found a lot of posts with information. Neverhteless I have not found opinions directly on the syllabus differences between EASA nad FAA.

I know EASA are 13 theoretical subjects.

Someone has information on how it is the CPL(H) FAA syllabus and examinations?

Daniel.

FAA..

EASA wants pilots to have a professional Engineer's, Physicist's, Lawyer's and Metorologist's level of book knowledge.

FAA wants pilots to have a Highschooler's level of book knowledge in Engineering, Physics, Law, and Weather.

HAHA! best answer.... So I guess it all comes down to how good I want to prepare and demand myyself?

FAA/Transport Canada want you to know what an inverter is. EASA want you to know how it works and be able to fix it.

EASA exams will take you 6-12 months. FAA? 6-12 hours... There are differences in the flight training, for example EASA teaches the autorotation as a separate maneuver, they do downwind quickstops and they use large scale maps for precise navigation.

Downwind quickstops? Lol, I tried to do one of those a couple months ago, but CFI said no. :(

Robbiee rudestuff

So will I be a better prepared pilot going EASA? or better said; is it worth it going EASA?? ..... if I can either work in the US or Europe.

by the way, thanks for taking the time in responding, really appreciate it guys,

Daniel,

Depends what work visa you have (or can get), where you want to live, and what language you speak.

no visa/language usually means no job

Start with the FAA practical test standards for whatever rating you are seeking.

Better prepared? No, the theoretical knowledge exams are way over the top, but some companies around the world insist on them. The FAA exams are way more practical.

If you can work in the US then it's a no-brainer - get FAA. Get EASA only if you must. Ultimately it depends on where you're allowed to live and work.

I've done both and to give you an example of how ridiculous EASA exams are - on the subject of GPS they want you to know how many satellites, their orbit angle relative to the equator, speed, altitude, frequencies, how many atomic clocks onboard and the accuracy of those clocks. At no point will you learn what a GPS receiver looks like or how to turn one on.

Are you laughing at downwind quickstop maneuver (because it's dangerous or useless?) or at the instructors unwillingess (lack of skill or auhtrorization?) to perform one with a student?

Quick stop are an excellent exercise in coordination, but downwind quick stops even more, I found the turn back into wind toward the end most challenging in a good way.

The reward comes when you manage to keep a perfect trim in the turn as the wind changes direction and manage your collective just right so as not to balloon up on the upwind. Makes you a much better pilot by pointing out where finesse is due.

Plus be honest it's just cool AF yanking and banking at low level...

To be Devil's advocate - you learn how to turn it on and use it during your type rating etc. Once you do, it's quite nice to know what the box is doing, rather than thinking "wow this magic is great". Of course, flat-earthers can get an exemption from doing GPS theory (not saying you are!)

I think this is sound advice and more relevant than what people think about the actual content of the training and exams.

I'm laughing at the CFI's unwillingness to let me do the maneuver,...hence the sad face emoji.

,...and I'm not a student, and have done downwind quickstops on my own many times. They aren't as dangerous and scary as you think.

Thanks for the clarification.

Of course you're a fully licenced professional pilot, but what should I call one flying with a CFI as PIC (assumption made here)? EASA terminology and non native laguage are my excuses for picking that word.

There's nothing scary or dangerous about downwind quickstops in my opinion. Perhaps somewhat useless in CAT A work where performing one would violate several FDM-parameters. And if you could justify that it was a nessessary maneuver then there would be the question how did you end up in that situation.

Just call me Moe, lol.