Hello everybody, this is a good thread for those interested in the JAA conversion, and there has been a lot of good information posted, but also some misinformation, so let me post the facts.
JAA is in the process of being replaced by EASA for licensing purposes by 2012. Some of the medical and licensing requirements will change a little bit, but the biggest issue we will see is better harmonisation between the member nations. There are N-registered aircraft being operated in Europe, but EASA is trying to make it illegal to own and operate an N-Registered aircraft based in Europe for longer than one year, call it European protectionism or what you want, but for those operating on FAA certs here in Europe, this could possibly be an issue (the biggest issue is amongst European pilots who could not pass the stringent JAA medicals but were able to obtain an FAA medical and license). AOPA international is strongly fighting this.
Medical: Your initial class 1 must be completed in the country where you plan on doing the conversion, recurrent medicals can be completed by approved doctors. If you want to get a JAA license in the UK, you must have your initial completed at Gatwick at the CAA, but they also accept the Irish IAA initial class 1. The CAA of the UK will also accept initial class 1 medicals from other JAA member countries but there is a little bit of paperwork involved. When I went for my medical, they gave me a reduced exam on the basis that I am a CPL holder of another ICAO nation, so my ¨reduced¨ medical was still 4 hours long. I can´t speak for other countries, word on the street here is that the Irish medical is even more difficult than the UK medical.
The licence: my experience is strictly with the UK CAA, but I know each country works a little differently, (for example Switzerland where no ground course is required and no minimum flight time requirements for the conversion as stated above). If you want a job in JAA land, you will need either a full ATPL or a ¨frozen¨ ATPL, which means you have completed the theory exams but not the flight requirements.
The conversion:
If you have:
- more than 1500 hours on two-pilot aircraft,
- are type rated already and
- have more than 500 hours on type
You need to pass all 14 ground exams but don't need to attend a formal groundschool course. You may take a skills test on the aircraft you are rated on or you may choose to take two separate tests, a skills test for license issue and an IR conversion.
The UK CAA will issue a licence
restricted to G Registered (UK registered aircraft only) aircraft if you meet the following criteria:
- more than 3000 hours total time on aircraft of more than 30,000kg AUW
- more than 1500 hours pilot in command on aircraft of more than 30,000kg AUW
- type rated on an aircraft of more than 30,000kg AUW
- more than 500 hours total time on the aircraft above
- able to complete a flight test on the same aircraft
For those with a CPL but not an ATP:
Groundschool Requirements
If you hold a non-JAA CPL you need to do an approved groundschool course and then pass all fourteen ground exams, there is no credit given. If you hold a JAA CPL you still need to pass all the exams and complete a course but the training requirement is reduced.
Flying Requirements
You will need to pass two flight tests:
- The Skills Test
- The Instrument Rating
Skills Test
The skills test is a handling check flown on a complex aircraft, defined as an aircraft with retractable gear and a variable pitch prop. If you are converting a CPL there is no formal training requirement but you should anticipate 10 to 15 hours to get used to the profile and the aircraft.
Instrument Rating
If you already hold an ICAO IR the training requirement for conversion is to complete at least 15 hours before the test, up to ten can be completed in a simulator.
If you have never held an Instrument Rating you must complete 50 hours of training before the test, up to 35 hours can be done in the simulator.
Multi Crew Co-operation
Many companies require a Multi Crew Co-operation (MCC) course to have been completed before they will employ you. An MCC course is not required if you have spent more than 500 hours operating multi-pilot aircraft.
CPL Conversions
Additional notes: The CPL checkride for JAA can be completed in the US, there are some schools in Florida and California (and Arizona but those are specific to integrated programs based in Europe). The instrument flying, as mentioned before, MUST be done in European airspace. The UK CAA is one of the few countries that accepts the IR rating completed in another JAA member country (as opposed to the checkride being flown exclusively with a UK examiner).
The MCC course is a requirement for getting hired at a majority of airlines in Europe (unless you have that 500 hrs of experience in multi-crew aircraft).
Summary, it is a long process, lots of bureaucracy to figure out, not as straightforward as the FAA, and it is expensive. But for me and my family, it is worth it as we are now close to my wife´s family and friends and we like the quality of life that we experience in Europe. For those who don´t have working rights in Europe, I only see two advantages to getting the JAA license, first of all, you will learn a great deal of knowledge that you will never really need but it is interesting and your understanding of certain aspects of aviation may be approved. Secondly, there is talk of new legislation that the JAA schools in the US will require flight instructors with JAA ratings (since many schools use FAA instructors). Getting a JAA flight instructor licence will give you the ability to work at these schools if the legislation comes into effect.
Let me know if you have any questions about JAA conversion, specifically regarding conversion in the UK.
