ICAO ATPL TO DGCA ATPL
Thread Starter
Join Date: Jan 2010
Location: Godzone
Posts: 100
ICAO ATPL TO DGCA ATPL
Hi
I'm interested in some guidance/info in regards to converting an ICAO CASA Australia/NZ CAA ATPL to an Indian DGCA ATPL. Now online there seems to be a lot of information and schools offering the conversion of a foreign CPL to an Indian DGCA CPL etc. But I am imagine an ICAO ATPL is perhaps different/easier to convert?
Any information regarding the subject from someone who has done this before would be appreciated
Kind regards
I'm interested in some guidance/info in regards to converting an ICAO CASA Australia/NZ CAA ATPL to an Indian DGCA ATPL. Now online there seems to be a lot of information and schools offering the conversion of a foreign CPL to an Indian DGCA CPL etc. But I am imagine an ICAO ATPL is perhaps different/easier to convert?
Any information regarding the subject from someone who has done this before would be appreciated
Kind regards
Join Date: Mar 2011
Location: Around
Posts: 49
It's not necessary to convert your CASA or CAANZ licence to a DGCA one.
If you get a job in India the company employing you will put you through the FATA (Foreign Aircrew Temporary Approval) process, this generally involves:
- Ground school for the company
- DGCA medical
- DGCA FATA exam (fun times)
- DGCA interview (which is actually 10-15 minutes of verbal testing on your aircraft an Indian Law etc)
Once issued the FATA it is bound to the licence of origin you applied with (CASA/CAANZ) and you will be required to keep that licence current. If you are operating as a line captain then it's just your licence and IR, TRI/TRE you will also need to keep those current as well (very hard to do with CAANZ).
In my time there I looked at getting the full DGCA ATPL but realised on many levels it was not worth the pain, hassle and time. In fact you'd be better off doing an FAA or EASA licence instead.
Hope it helps.
If you get a job in India the company employing you will put you through the FATA (Foreign Aircrew Temporary Approval) process, this generally involves:
- Ground school for the company
- DGCA medical
- DGCA FATA exam (fun times)
- DGCA interview (which is actually 10-15 minutes of verbal testing on your aircraft an Indian Law etc)
Once issued the FATA it is bound to the licence of origin you applied with (CASA/CAANZ) and you will be required to keep that licence current. If you are operating as a line captain then it's just your licence and IR, TRI/TRE you will also need to keep those current as well (very hard to do with CAANZ).
In my time there I looked at getting the full DGCA ATPL but realised on many levels it was not worth the pain, hassle and time. In fact you'd be better off doing an FAA or EASA licence instead.
Hope it helps.
Join Date: Oct 2019
Location: Isle of Man
Posts: 4
Good evening to the entire team .
I am also to Join India with EASA ATPL License with Unrestricted Flight Instructor Ratings.
Position is for Line Captain to an airline.
Can you please advice steps to followed in terms of FATA and study materials after the temporary authorization give ?
In terms of documentation : What shall I have with me except Licence Medical and Log Book ? Any copies stamps and so on ?
Appreciate in advance.
I am also to Join India with EASA ATPL License with Unrestricted Flight Instructor Ratings.
Position is for Line Captain to an airline.
Can you please advice steps to followed in terms of FATA and study materials after the temporary authorization give ?
In terms of documentation : What shall I have with me except Licence Medical and Log Book ? Any copies stamps and so on ?
Appreciate in advance.
Join Date: Oct 2019
Location: Isle of Man
Posts: 4
Originally Posted by Flaperon777
When so many experienced Indian captains are sitting home sucking their thumbs why would someone hire an expat in these over supplied glut indian markets 😳.
Just wondering.
Just wondering.
Join Date: Oct 2009
Location: Australia the Awesome
Posts: 261
Originally Posted by BO0M
It's not necessary to convert your CASA or CAANZ licence to a DGCA one.
If you get a job in India the company employing you will put you through the FATA (Foreign Aircrew Temporary Approval) process, this generally involves:
- Ground school for the company
- DGCA medical
- DGCA FATA exam (fun times)
- DGCA interview (which is actually 10-15 minutes of verbal testing on your aircraft an Indian Law etc)
Once issued the FATA it is bound to the licence of origin you applied with (CASA/CAANZ) and you will be required to keep that licence current. If you are operating as a line captain then it's just your licence and IR, TRI/TRE you will also need to keep those current as well (very hard to do with CAANZ).
In my time there I looked at getting the full DGCA ATPL but realised on many levels it was not worth the pain, hassle and time. In fact you'd be better off doing an FAA or EASA licence instead.
Hope it helps.
If you get a job in India the company employing you will put you through the FATA (Foreign Aircrew Temporary Approval) process, this generally involves:
- Ground school for the company
- DGCA medical
- DGCA FATA exam (fun times)
- DGCA interview (which is actually 10-15 minutes of verbal testing on your aircraft an Indian Law etc)
Once issued the FATA it is bound to the licence of origin you applied with (CASA/CAANZ) and you will be required to keep that licence current. If you are operating as a line captain then it's just your licence and IR, TRI/TRE you will also need to keep those current as well (very hard to do with CAANZ).
In my time there I looked at getting the full DGCA ATPL but realised on many levels it was not worth the pain, hassle and time. In fact you'd be better off doing an FAA or EASA licence instead.
Hope it helps.
How good was the FATA exam?😂😂😂 and the “interview”. Lots of talk about strict compliance with the rules blah blah blah.
If you get over there, have an open mind and embrace India. It is an incredible place, but can be very difficult and frustrating too. Always try to smile, and laugh at the craziness.
Join Date: Oct 2009
Location: Australia the Awesome
Posts: 261
Also a lot of Indians flying in India on a FATA too. If they learnt to fly overseas, they hold a foreign licence, and it is easier to do the FATA process than convert to a local licence.
In my time in India (‘09), the FATA Indian F/O’s were paid as expats, so to take a command required them to get a DGCA licence and go on “local” terms, which was less than they were getting as an F/O. Not too many takers at that time. There was a push to get rid of the expats, and give the upgrades to the locals, but it was a slow process.
After the Mangalore crash things moved a bit quicker, until the “fake licence” scandal was exposed.
Things have been pretty bad in Indian aviation recently, with the collapse of Jet Airways and others, and due to COVID the Middle East Airlines struggling too. It is no wonder the Indians are looking to Africa for employment.
Some great guys and girls flying in India, but there are also some “average” pilots too, (just like everywhere) and the Safety culture has been exposed a few times as not being as robust as we consider normal else where.
Still one of the funniest places I have every worked, but you need to keep sharp and be very careful of not allowing your personal standards to slip.
In my time in India (‘09), the FATA Indian F/O’s were paid as expats, so to take a command required them to get a DGCA licence and go on “local” terms, which was less than they were getting as an F/O. Not too many takers at that time. There was a push to get rid of the expats, and give the upgrades to the locals, but it was a slow process.
After the Mangalore crash things moved a bit quicker, until the “fake licence” scandal was exposed.
Things have been pretty bad in Indian aviation recently, with the collapse of Jet Airways and others, and due to COVID the Middle East Airlines struggling too. It is no wonder the Indians are looking to Africa for employment.
Some great guys and girls flying in India, but there are also some “average” pilots too, (just like everywhere) and the Safety culture has been exposed a few times as not being as robust as we consider normal else where.
Still one of the funniest places I have every worked, but you need to keep sharp and be very careful of not allowing your personal standards to slip.
Join Date: Dec 2020
Location: Delhi
Posts: 1
Conversion
It's now gotten to be a pretty straightforward procedure. You need to register on eGCA and apply for conversion.
First get your FRTOL from DGCA and then you need to pass 2 exams - Regulations and Composite (consists of instruments, met, nav & radio aids + a viva). You need 20 hours flying currency in the last 1 year.
That's about it. It's become pretty streamlined now, with everything on the site
First get your FRTOL from DGCA and then you need to pass 2 exams - Regulations and Composite (consists of instruments, met, nav & radio aids + a viva). You need 20 hours flying currency in the last 1 year.
That's about it. It's become pretty streamlined now, with everything on the site
Join Date: Dec 2020
Location: Abroad
Posts: 3
If you are applying to SpiceJet you will work your last month there for free and have to buy your own ticket home. The last group of expats had this happen and once you leave you are ignored by SpiceJet and forgotten. Ask about this during the interview. Expect to be lied to.
