Further clarification on conversion and another question

Chris_Ford · October 31st, 2005, 21:31

Okay, so I've been reading over some of the forums at pprune.org in regards to license conversion from FAA to JAA and how much of a genuine hassle it is.

However, there's also the "well, if you..." clause. My understanding of this is roughly as follows [and is what needs clarification]: If you have an FAA ATP with 1500 hours of turbine PIC and so many hours of multi-person crew time, you're able to transfer your license over to JAA with minimal effort (a short 80 question test about JARs and some sort of checkride.

So my question is this... First, what are those exact times required for the "easy" transfer, and what does the checkride consist of.

The reason I ask is because ideally I would like to eventually end up in Europe, and I'm willing to wait until I have X thousand hours. So naturally, my follow up question, is, "What's the job market like outside of the ab-initio world? Would a pilot with experience at the regionals get a look at by a flag-carrier in Europe?"

I understand that getting right-to-work may be difficult, but those are more of the immigration law type of questions, and probably not relevant to this board (but, if that does happen to be someone's expertise, feel free to send me a PM

)

VFT01 · November 29th, 2005, 22:44

Check out www.naplesaircenter.com for info re FAA to JAA conversion, you'll need 3000+ hrs of heavy jet time including PIC heavy jet with scheduled international experience (read major airline widebody experience) before you'll find it easy to convert. An RJ Captain wouldn't meet those requirements.

Most people have to do the whole 14 exam course followed by some kind of conversion training, I'm starting the course soon, as an FAA ATP I'll be exempt some of the groundschool requirements, if I get typed any time soon with 500 hrs in type experience that will help me as well.

The whole conversion issue is still being negotiated and might well change again in the near future.

Good luck with your goal to work in Europe, I have dual US/EU citizenship, you'll need to have something like that to get any chance of working over there.

DE727UPS · November 29th, 2005, 23:05

Damn...

I looked at the FAA to JAR requirements and it looks like if I had a type rating in the 757/767 (which I don't...yet), they would be nice enough to let me take the normal JAA written tests to prove I deserve to fly in Europe.

Hate to tell them, but I've got 300 hours flying 727's in Europe and it's NOT that big a deal. Stupid Americans.....

VFT01 · November 30th, 2005, 14:03

It's mainland Europe you want to blame mate, most likely the French and Germans, the Brits have only got one vote unfortunately, I still believe it will change in time, in the meantime, however, I'm going to start the freaking 14 exam theory course.

Once you have your international widebody PIC time, you should find it very easy to convert over. Unfortunately, I'll be past 60 by the time I get any of that at this rate...

fr8dog · November 30th, 2005, 23:31

Quote:

Originally Posted by VFT01

It's mainland Europe you want to blame mate, most likely the French and Germans, the Brits have only got one vote unfortunately, I still believe it will change in time, in the meantime, however, I'm going to start the freaking 14 exam theory course.

Once you have your international widebody PIC time, you should find it very easy to convert over. Unfortunately, I'll be past 60 by the time I get any of that at this rate...

Why so much hate for the french......

hehe

skyrunner1500 · December 1st, 2005, 14:44

Quote:

Originally Posted by VFT01

It's mainland Europe you want to blame mate, most likely the French and Germans, the Brits have only got one vote unfortunately, I still believe it will change in time, in the meantime, however, I'm going to start the freaking 14 exam theory course.

Do you know that the Brits played a leading role in the development of the current Joint Aviation Requirements(JAR)? It was mostly them who pushed the other member countries to take their rules with the right to change some parts to local requirements.

But I still don't understand, why we needed to get new licenses, since we still have the ICAO, which - in comparison the the JAA - is a worldwide organization. Why not change the rules and requirements worldwide to the same, so all licenses are valid without a 'validation'? Why does every continent need its own licenses? I guess the reason lies within the possibility of making even more money with conversions...

VFT01 · December 2nd, 2005, 10:26

Quote:

Originally Posted by fr8dog

Why so much hate for the french......

hehe

Not me mate, I love the French, couldn't eat a whole one though....

VFT01 · December 2nd, 2005, 10:29

Quote:

Originally Posted by skyrunner1500

Do you know that the Brits played a leading role in the development of the current Joint Aviation Requirements(JAR)? It was mostly them who pushed the other member countries to take their rules with the right to change some parts to local requirements.

But I still don't understand, why we needed to get new licenses, since we still have the ICAO, which - in comparison the the JAA - is a worldwide organization. Why not change the rules and requirements worldwide to the same, so all licenses are valid without a 'validation'? Why does every continent need its own licenses? I guess the reason lies within the possibility of making even more money with conversions...

You're probably right on a govermental EU-Integration level, but I knew a lot of guys at CAA SRG who hated the whole thing, it was a massive paperwork exercise, the existing CAA rules and regs were just fine.

I'm really hoping it will get a lot easier in the future....

Cheers

October 31st, 2005, 21:31	#1
Chris_Ford Banned Join Date: Jul 2004 Location: Phoenix, AZ Posts: 7,329	Further clarification on conversion and another question Okay, so I've been reading over some of the forums at pprune.org in regards to license conversion from FAA to JAA and how much of a genuine hassle it is. However, there's also the "well, if you..." clause. My understanding of this is roughly as follows [and is what needs clarification]: If you have an FAA ATP with 1500 hours of turbine PIC and so many hours of multi-person crew time, you're able to transfer your license over to JAA with minimal effort (a short 80 question test about JARs and some sort of checkride. So my question is this... First, what are those exact times required for the "easy" transfer, and what does the checkride consist of. The reason I ask is because ideally I would like to eventually end up in Europe, and I'm willing to wait until I have X thousand hours. So naturally, my follow up question, is, "What's the job market like outside of the ab-initio world? Would a pilot with experience at the regionals get a look at by a flag-carrier in Europe?" I understand that getting right-to-work may be difficult, but those are more of the immigration law type of questions, and probably not relevant to this board (but, if that does happen to be someone's expertise, feel free to send me a PM )

Thread Tools
Show Printable Version Email this Page
Display Modes
Linear Mode Switch to Hybrid Mode Switch to Threaded Mode

November 29th, 2005, 22:44	#2
VFT01 Newbie Join Date: Jul 2005 Posts: 9	Check out www.naplesaircenter.com for info re FAA to JAA conversion, you'll need 3000+ hrs of heavy jet time including PIC heavy jet with scheduled international experience (read major airline widebody experience) before you'll find it easy to convert. An RJ Captain wouldn't meet those requirements. Most people have to do the whole 14 exam course followed by some kind of conversion training, I'm starting the course soon, as an FAA ATP I'll be exempt some of the groundschool requirements, if I get typed any time soon with 500 hrs in type experience that will help me as well. The whole conversion issue is still being negotiated and might well change again in the near future. Good luck with your goal to work in Europe, I have dual US/EU citizenship, you'll need to have something like that to get any chance of working over there.

November 29th, 2005, 23:05	#3
DE727UPS Old Skool Join Date: Nov 2000 Location: Spokane, WA Posts: 6,546	Damn... I looked at the FAA to JAR requirements and it looks like if I had a type rating in the 757/767 (which I don't...yet), they would be nice enough to let me take the normal JAA written tests to prove I deserve to fly in Europe. Hate to tell them, but I've got 300 hours flying 727's in Europe and it's NOT that big a deal. Stupid Americans.....

November 30th, 2005, 14:03	#4
VFT01 Newbie Join Date: Jul 2005 Posts: 9	It's mainland Europe you want to blame mate, most likely the French and Germans, the Brits have only got one vote unfortunately, I still believe it will change in time, in the meantime, however, I'm going to start the freaking 14 exam theory course. Once you have your international widebody PIC time, you should find it very easy to convert over. Unfortunately, I'll be past 60 by the time I get any of that at this rate...