FAA to JAA conversion

[lzibp]

Здравите,

В момента претижавам FAA CPL и бих искал да го превърна в JAA за да мога да си търся работа в Европа. (на есен може и да съм без работа в САЩ)
Въпроса ми е ако някои има някаква информация или съвет.

[Iliyan]

Доколкото знам, няма такова нещо като универсален JAA лиценз, всяка страна членка си издава собствен лиценз които отговаря на JAR стандарта.

За да конвертираш не-JAA лиценз на JAA лиценз, системата работи по следния начин:

1. Избираш си една Европейска страна чиито лицензи са JAA (мисля че българските все още не са, не сам сигурен...),
2. Проверяваш какви са изискванията на тази страна да конвертираш FAA CPL на JAA CPL (обикновенно е неоходимо да вземеш около 12-14 изпитчета),
3. Задоволяваш изискванията,
4. Плащаш необходимите суми на местното (приятелско настроено към пилоти които имат чуждестранни лицензи) CAA
5. Получаваш нов лъскав JAA лиценз, които е валиден докато оригиналния ти FAA лиценз е валиден.

Пожелавам ти късмет!

[lzibp]

Благодаря за информацията. Работата не е лесна но не и невъзможно.

[lzibp]

В България търсят ли се пилоти? (Да кажем че си конвертирам лиценза.) В момента имам около 2000 часа 1000 от който са в Еmbraer 145. За САЩ това не е много, но си нямям представа за България или Европа.

[slice]

В момента, в който слезеш от самолета от САЩ и ще трябва да обличах униформата и да се тръгваш.... хора като теб ги взимат веднага

[Iliyan]

В България търсят ли се пилоти? (Да кажем че си конвертирам лиценза.) В момента имам около 2000 часа 1000 от който са в Еmbraer 145. За САЩ това не е много, но си нямям представа за България или Европа.

С тези часове всяка линия ще те вземе.

Ако ти се иска да се върнеш в BG, пробвай първо там. Mой приятел наскоро си заряза тукашната много хубава P2 позиция и прие P1 позиция в BG, което ми говори че условията в родината се подобряват .

Аз доколкото знам, големия boom е в пясъчника - Emirates, Etihad и т.н. Плащат в злато и наемат ще кажеш че няма петролна криза !

[Iliyan]

Попаднах на един доkумент на UK-ския CAA, нарича се LASORS и адресира това което обсъждахме преди.

Няколко неща не са ми ясни - дали FAA лицензите се водят ICAO лицензи. Ако е така, то тогава ще можеш да конвертираш на JAA.

Също така не съм сигурен защо някой ще конвертира, след като конвертирането изисква точно това което е необходимо за JAA лиценз "без опит"...?

Прилагам документа:

CONVERSION OF A NON-JAA PROFESSIONAL LICENCE TO A JAR-FCL CPL(A)

A licence issued by a non-JAA State may be converted to a JAR-FCL licence provided that an arrangement exists between the JAA and the non-JAA State. This arrangement shall be established on the basis of reciprocity of licence acceptance and shall ensure that an equivalent level of safety exists between the training and testing requirements of the JAA and non-JAA State. Until such arrangements exist, the following requirements have been agreed by the JAA and are now incorporated in JAR-FCL 1, paragraph 1.016.

Non-JAA CPL(A)

The holder of a current and valid* CPL(A) issued in accordance with ICAO Annex 1 by a non-JAA State may be issued with a JAR-FCL CPL(A) providing the experience requirements of JAR-FCL 1.155(b) and (c) have been met. Applicants must:

• Hold a valid JAR-FCL Class 1 medical certificate.

• Undertake CPL(A) theoretical knowledge instruction as determined by the Head of Training of an approved training provider and pass ALL of the JAR-FCL theoretical knowledge examinations at CPL(A) level. Applicants who wish to attempt examinations at a higher level (i.e. ATPL(A) level) must undertake the full 650 hour course of approved theoretical knowledge instruction and pass ALL of the JAR-FCL theoretical knowledge examinations at ATPL(A) level.

• Undertake flying training as determined by the Head of Training of a FTO approved to conduct CPL(A) modular flying training courses, sufficient to obtain the pre-entry Form 170A (to include 5 hours on a complex aeroplane type if this requirement has not been previously satisfied) and pass the CPL(A) skill test (in accordance with Appendices 1 and 2 to JAR-FCL 1.170) with a CAA Flight Examiner.

• Qualify for the issue of a UK Flight Radio Telephony Operator’s Licence (FRTOL) – Section B refers.

* The holder of an ICAO CPL(A) that is not current and valid will be required to complete the full CPL(A) modular flying training course.

Non-JAA ATPL(A)

The holder of a current and valid* ICAO ATPL(A) who does not meet the experience requirements for the grant of a JAR-FCL ATPL(A) as detailed in Section G1.5, can still apply for a JAR-FCL CPL(A)/IR. Applicants must:

• Hold a valid JAR-FCL Class 1 medical certificate.

• Undertake CPL(A) and IR theoretical knowledge instruction as determined by the Head of Training of an approved training provider, and pass ALL of the JAR-FCL theoretical knowledge at CPL(A) and IR level. Applicants who wish to attempt examinations at a higher level (i.e. ATPL(A)) must undertake the full 650 hour course of approved theoretical knowledge instruction and pass ALL of the JAR-FCL theoretical knowledge examinations at ATPL(A) level.

• Undertake flying training as determined by the Head of Training of a Flight Training Organisation approved to conduct CPL(A) modular flying
training courses, sufficient to obtain the pre-entry Form 170A (to include 5 hours on a complex aeroplane type if this requirement has not been
previously satisfied), and pass the CPL(A) skill test (in accordance with Appendices 1 and 2 to JAR-FCL 1.170) with a CAA flight examiner.

• for additional IR(A) training see non-JAA ICAO IR(A) below:

• Qualify for the issue of a UK Flight Radio Telephony Operator’s Licence (FRTOL) – Section B refers.

* The holder of an ICAO ATPL(A) that is not current and valid will be required to complete the full CPL(A) modular flying training course.

Non-JAA ICAO IR(A)

The holder of a current and valid Instrument Rating Aeroplane (issued in accordance with ICAO Annex 1 by a non-JAA State may be issued with a JAR-FCL IR(A). Full details of conversion requirements are contained in Section E1.2.

NON-JAA LICENCE HOLDERS

Validation of Licences issued by Non-JAA States

A licence issued by a non-JAA State may be rendered valid at the discretion of the Authority of a JAA Member State for use on aircraft registered in that JAA Member State in accordance with Appendix 1 to JAR-FCL

1.015/2.015.

Validation of a professional pilot’s licence shall not exceed one year from the date of validation, provided that the basic licence remains valid. Any further validation for use on aircraft registered in any JAA Member State is subject to agreement by the JAA Member States and to any conditions seen fit within the JAA. The user of a licence validated by a JAA Member State shall comply with the requirements stated in JAR–FCL.

For further information regarding validations, please contact PLD for advice.

The requirements stated in the above shall not apply where aircraft registered in a JAA Member State are leased to an operator in a non-JAA State, provided that the State of the operator has accepted for the period of lease the responsibility for the technical and/or operational supervision in accordance with JAR–OPS 1.165. The licences of the flight crews of the non-JAA State operator may be validated at the discretion of the Authority of the JAA Member State concerned, provided that the privileges of the flight crew licence validation are restricted for use during the lease period only on nominated aircraft in specified operations not involving a JAA operator, directly or indirectly, through a wet lease or other commercial arrangement.

Exercising the privileges of a Non-UK Licence in UK registered aircraft

Article 26, of the ANO 2005, states that a pilot must hold an appropriate licence granted either by the CAA or by a foreign authority and rendered valid under the ANO to fly a UK registered aircraft. A JAA licence is deemed to be a licence rendered valid under the ANO unless the CAA in the particular case gives direction to the contrary. A JAA licence is a licence issued in accordance with licensing and medical requirements of JAR-FCL by a full JAA Member State that has been recommended for mutual recognition by Central JAA (JAA Headquarters).

A licence issued by any other ICAO Contracting State (including a JAA State that has not yet been recommended for mutual recognition) is also deemed to be valid under the ANO for the purposes of flying a UK registered aircraft, providing that the licence and medical are valid in accordance with the rules/laws of the issuing State, and the CAA does not in the particular case give direction to the contrary. However, the ANO 2005 Article 26 (4) (a) states that the holder of such a licence cannot:

1. act as a member of the flight crew of any aircraft flying for the purpose of public transport or aerial work or on any flight in respect of which he
receives remuneration for his services as a member of the flight crew; or

2. in the case of a pilot’s licence, to act as a pilot of any aircraft flying in controlled airspace in circumstances requiring compliance with the
Instrument Flight Rules or to give any instruction in flying.

Conversion of a licence issued by a non-JAA State

A licence issued by a non-JAA State may be converted to a JAR–FCL licence provided that an arrangement exists between the JAA and the non-JAA State. This arrangement shall be established on the basis of reciprocity of licence acceptance and shall ensure that an equivalent level of safety exists between the training and testing requirements of the JAA and the non-JAA State. Any arrangement entered into will be reviewed periodically, as agreed by the non-JAA State and the JAA. A licence converted according to such an arrangement shall have an entry indicating the non-JAA State upon which the conversion is based. Other Member States shall not be obliged to accept any such licence.

Details on licence conversion terms can be found in the relevant section pertaining to the licence being sought.

Credit given to a holder of a licence issued by a non-JAA State

An applicant for a JAR-FCL licence and IR, if applicable, already holding at least an equivalent licence issued in accordance with ICAO Annex 1 by a
non-JAA State shall meet all the requirements of JAR-FCL, except that the requirements of course duration, number of lessons and specific training hours may be reduced. The CAA may be guided as to the credits to be granted on the basis of a recommendation from an appropriate training organisation

JAR-FCL ATPL(A) CONVERSION OF A NON-JAA PROFESSIONAL LICENCE

A professional pilot licence issued by a non-JAA State may be converted to a JAR-FCL licence provided that an arrangement exists between the JAA and the non-JAA State. This arrangement shall be established on the basis of reciprocity of licence acceptance and shall ensure that an equivalent level of safety exists between the training and testing requirements of the JAA and non-JAA State. Until such arrangements exist, the following requirements have been agreed by the JAA and are now incorporated in JAR-FCL 1.016.

Non-JAA ATPL(A)

The holder of a current and valid ATPL(A) issued in accordance with ICAO Annex 1 by a non-JAA State may be issued with a JAR-FCL ATPL(A) providing the experience requirements of JAR-FCL 1.280 have been met. Applicants' must:-

• hold a valid JAR-FCL Class 1 medical certificate;

• Undertake ATPL(A) theoretical knowledge instruction as determined by the Head of Training of an approved training provider, and pass ALL of
the JAR-FCL theoretical knowledge examinations at ATPL(A) level;

• Qualify for the issue of a UK Flight Radio Telephony Operator’s Licence (FRTOL) –Section B refers;

• Undertake a multi-pilot aeroplane type rating course at an approved TRTO (see Section F, Appendix B for a list of types);
• pass the ATPL(A) skill test in accordance with Appendices 1 and 2 to JAR-FCL 1.240 and 1.295 with, or observed by, a CAA Flight Operations
Training Inspector.
G1.5 Note 1

ATPL(A) holders who have a minimum of 1500 hours flying experience as PIC or Co-pilot on multi-pilot aeroplanes (or single-pilot aeroplanes operated by 2-pilots according to operational requirements) and hold a valid multi-pilot type rating for the aeroplane to be used for the ATPL(A) skill test and have at least 500 hours experience as pilot on that type, will be exempted from the requirements to complete an approved TRTO
course or undergo approved training prior to undertaking the theoretical knowledge examinations and the skill test.

The ATPL(A) Skill Test in this case will have a 12 month validity for the purpose of licence issue. JAR-FCL ATPL (AESREOCPTLIOANN EG) 5 AIRLINE TRANSPORT PILOSTE LCICTIEONNC GE LAS Index Section K Section J Section I Section H SSeeccttiioonn GG Section F Section E Section D Section C Section B Section A

ATPL Pilots who meet the 1500 hours flying experience (as detailed above), with less than 500 hours experience as pilot on the type to be used for the ATPL(A) Skill Test, or do not hold a multi-pilot type rating will be exempted from the requirements to undergo approved ground and flying training prior to undertaking the theoretical knowledge examinations. In both cases, they will be required to complete an approved JAA type rating course and if applicable, the course may be reduced to take into account any previous experience on the same type upon recommendation by the Head of Training of the TRTO to PLD. An ATPL(A) Skill Test with, or observed by a CAA Flight Operations Training Inspector will be required at the end of the TRTO course. The ATPL(A) Skill Test in this case will have a 6 month validity for the purpose of licence issue.

G1.5 Note 2

Different terms apply to ATPL(A) holders with a minimum of 3,000 hours flying experience as pilot of public transport aircraft over 30,000kgs MTWA on scheduled international or similar routes, including a minimum of 1,500 hours as Pilot-in-Command (Captain). Applicants who believe they qualify should apply to PLD for a formal written assessment using form SRG\1103 and enclosing the appropriate fee, actual logbooks and non-UK licence (with validating medical certificate if separate).

Applicants who qualify under these terms will be eligible to complete reduced requirements for the issue of a JAR-FCL ATPL(A). With regards to the theoretical knowledge examinations requirement, a credit will be given towards the JAR-FCL ATPL(A) examinations, with the exception of Air Law and Human Performance and Limitations examinations which will need to be passed. An applicant who completes the reduced requirements will be issued with a JAR-FCL ATPL(A) however, as this licence does not fully comply with the requirements of JAR-FCL, the holder is not entitled to automatic recognition accorded to JAR-FCL.

The licence will therefore be issued with the following statement: Valid for United Kingdom registered aircraft.

As this licence does not fully comply with JAR-FCL the holder must have permission from any other JAA Member State prior to exercising the licence privileges in aircraft registered in that State. This endorsement may be removed by obtaining a pass in all JAR-FCL ATPL(A) theoretical knowledge examinations. (The 12 remaining JAR-FCL ATPL(A) examinations will be classed as a new set and attempt and will be subject to the pass standards as detailed in Section J1.5). The holder of a current and valid ATPL(A) who does not meet the experience requirements for the grant of a JAR-FCL ATPL(A) can still apply for a JAR-FCL CPL(A)/IR. Details can be found in Section D1.5.

G1.6 JAR-FCL ATPL(A) FLIGHT RADIOTELEPHONY OPERATOR’S LICENCE (FRTOL) REQUIREMENTS

An applicant for a UK FRTOL is required to pass the Radiotelephony written examination and practical test with an authorised RTF Examiner. It should be noted that whilst Radio Communication forms part of the JAR-FCL ATPL(A) training syllabus, the FRTOL remains a UK national licence.

FULL DETAILS OF THE FRTOL REQUIREMENTS INCLUDING CREDITS AVAILABLE ARE CONTAINED IN SECTION B.

G1.7 MEDICAL REQUIREMENTS

An applicant for a JAR-FCL ATPL(A) shall hold a valid JAR-FCL Class 1 Medical Certificate. FULL DETAILS OF THE MEDICAL REQUIREMENTS ARE CONTAINED IN JAR-FCL 3 AND SECTION A6.

[lzibp]

Благодаря за информацията. Помогна дибре. Аз като чета разбирам че може FAA да се прехвърли на JAA. Но също е възможно ICAO licence да се използва ако се завери от държавата където се използва. От което достигам до следващия ми въпрос. Дали Българиая ще ми признае licence за работа в Българиая?
Моя FAA licnce е ICAO licence спрямо ICAO Anex I.

[Iliyan]

Когато стане дума за България, аз сигурно знам по-малко и от тебе...

На JAA сайта има малко и to все противоречива информация за БГ - тука http://www.jaat.eu/introduction/JAA%20ECAC%20Member%20States.pdf показват че България е пълна членка на ECAC а тука http://www.jaat.eu/licensing/licensing_information_system.html споменават Румъния но не споменават България, дори и в контекста че очакват информация.

Аз си мисля че най-добре е да изпратиш e-mail на Българското CAA и да ги попиташ какъв им е официалния JAA статус и дали по настоящо Българските стандарти се признават от JAA че са равносилни на JAR стандартите.

Ама не си задържай дъха за дълго - последния път аз като говорих по телефона с тях, изках да си купя карти на Българското въздушно пространство на Български език, те ме отрязаха че такива карти са държавна тайна!

Твоя milage може и да варира...

[IDOL]

Дали България ще ми признае licence за работа в България?
Моя FAA licnce е ICAO licence спрямо ICAO Anex I.

И аз мислех да те посъветвам да се свържеш с ГВА за становище. Мисля, че това би трябвало да е верният човек:

http://caa.gateway.bg/page.php?category=7&id=13

...или пък някой друг от отдела му. Дано са отзивчиви и да ти помогнат - нямам лични впечатления.

[tsetso_woodman]

Нека , ако някой е конвертирал FAA в JAA да разясни по какви мъки е минал и колко му е струвало ,защото както установих лично ,липсва информация по темата в интернет и навсякъде.Аз лично ще съм много благодарен.

[vorkosigan]

Препоръчвам ти да се разходиш до ГВА, където би могъл да получиш програма за преминаване. В момента обаче е малко проблемно, защото има неясноти по това, какво ще стане след 3 септември и най-вероятно ще те отлагат тактично дотогава... Освен, ако не те заведе човек..

[lzibp]

Какво ще става след 3ти Септември?

[vorkosigan]

Докъде стигна с конвертирането ? ..

[airtop]

Конвертирането става относително лесно - такса 100 лв., теоретичен изпит по въздушно право (т.е. само един от 14-те), копия от документите (най-важния от които е оригинален FAA CPL лиценз - с временния не става) и един до два месеца чакане. As simple as that!
Аз в момента чакам да ми пристигне оригиналния бревет от САЩ зьа да започна процедурата. Обикновенно отнема 2 месеца от половина от датата на изпита до пристигането му. Дерзай!