Pilot_135

As I said on another post, I am a USAF pilot who lived and worked in England for several years. My family and I loved living there and would definitely consider returning there to fly after separation from the AF. My problem is I'm not sure what the best way to do that. I know you need a CAA license and have heard that some companies don't even accept your FAA ATP ratings, is that true?
Is it possible to work for a US company and have your domicile in Europe (or vice versa)?
I'm basically starting my research in this subject so any first-hand experience will be appreciated. Thanks.

mike734

I too am interested in moving to the UK. Hey Pilot 135 if you hear anything let's compare notes.

ALV2500

You will have to convert to a JAR ATPL. This includes the 14 written exams which involves several months study even for an FAA ATP holder. You will also have to do a couple of flight checks.

Of course, you will have to get legal status also.

Good luck.

AL

samc

I hear there's an often overlooked loophole for people with 3000hrs (not sure if its PIC or TT) in an aircraft over a certain weight. I saw a discussion on this a few months ago (I think it was at this site). Although if I remeber correctly this will give you a frozen ATPL.

Again, I'm no expert and this is all very vague but there are supposedly two ways to go about this.

HeavyDriver

I know some guys (Yanks) who fly at Air Atlanta out of Manchester England...So it is possible.

samc

Ok I'm sure this is some kind of etiquette breach but I found this on pprune

Check out G1.5 Note 2



G1.5 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 valid (or non-expiring) 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 Appendix 1 to
JAR-FCL 1.220, Part 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. Pilots with less than 500 hours
experience as pilot on the type to be used for the
ATPL(A) skill test will be exempted from the
requirements to undergo approved training prior to
undertaking the theoretical knowledge examinations
but will still be required to complete an approved type
rating course. However, the course may be reduced to
take account of previous experience on the same type
upon recommendation by the TRTO to PLD.
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.

ALV2500

I am aware that you are exempt from passing 12 of the exams based on 3k hrs on aircraft over 30t. However, the airlines are not keen to hire individuals without passes in all 14 exams. They know how easy the FAA ATP exam is !

AL

Speed

There are some people who post here such as Typhoonpilot who are much more knowledgeable about this subject than me. But I have covered some of this ground.

I'm not sure that the "shortcuts" to the JAA license are very practical, some have advised me it's not worth the time, effort and expense.

There are a number of contractors supplying pilots to overseas carriers including some in the UK. When you are hired through a contractor they work with you to do what is necessary to convert your licenses, obtain right to work, etc. There are some threads here on APC which give more details about that.

If you fly for a US company which bases you overseas, you do not need your license converted if I understand correctly. Atlas domiciles pilots at Stanstead (London), for example. I know of a pilot for a multi-national corporation who was based in London with FAA licenses, also.

Most of the European-owned carriers want JAA licenses and right to abode, but there are probably some exceptions out there. Being type-rated on their equipment makes a big difference. Seems like everyone is looking for 737 or A310/320 types these days.

Hopefully you'll get some posts from folks who are currently flying overseas. Also check Pprune.org.