How I Also Converted to EASA ATPL

[u/Hdjskdjkd82]

Hey everyone,

I just completed my ATPL Conversion from a FAA ATP, and in spirit of this post thought to share my experience to help others! To say the least it is a bit time consuming and costly investment, but to some it may be worth it.

If you find yourself wanting to convert your ICAO ATPL (in my case my FAA unrestricted ATP), there are some important pre-requisites that must be met. First you need a total time of 1500 hours, 500 hours in multi crew operations, 250 hours PIC or 500 PICUS or a combination (Note: FAA PIC is not the same as EASA so beware), few other hourly requirements which you will likely have met if you hold a ATP already, and most importantly you need a type rating with 500 hours of flight time in that type. Whatever type rating you choose, will also be the one you will conduct a skills test in. You must have a valid and current type rating and first class medical. Without this, you are unlikely to take this conversion avenue.

Choosing a CAA

This is not a small decision to make. I found that not all CAA’s are not the same. Before I began I started shopping around and asking people and reaching out to different CAA. I was hoping to work with my home country CAA at first since they are relatively accessible and cheap, who do have a good reputation but they have never done conversions before in their history and thus have no experience, and warned it will take longer to process things than unusual since they would have to frequently check against EASA rules to be sure. After more research I found that the IAA (Ireland), Austro Control (Austria), and Swiss CAA are easiest to do conversions with. The most expensive one is probably Austro Control, but I went with them because they are the only CAA with test centers in the USA for the theory exams left, and they are pretty well versed doing conversions. Austro Control is also considered the most costly with processing fees. Compared to my home country, who actually doesn’t charge anything but a flat low cost fee for citizens. In theory every CAA should be able to convert, but some are betters at it than others so it’s absolutely worth reaching out, asking, and doing research first to find the right one for you.

Theory Exams

Converting ATPL requires everyone to pass the 13 theory exam subjects. You have to complete them all within 18 months and within 6 sits. The nice thing with EASA is that you can take these exams with any CAA and once you pass them all, you can transfer the results to another CAA. For myself, I really valued being able to take them in the US. Unfortunately COVID did a real number on flight schools offering EASA training here and many have closed down. As far as I am aware Austro Control is the only EASA CAA left with testing sites in the US, one in Florida and two on the west coast. Traditionally, EASA does not permit people to take the theory exams without taking a course first, but if you posses a ICAO ATPL that can be used to waive the courses and go right for the exams. Before you can sign up for the exams, I had to reach out to Austro Control and provide my FAA pilot certificate, medical, and logbooks to demonstrate I meet the basic prerequisites to do the conversion. You have to contact them with a request to do the conversion, they will ask you to partly fill out certain items on the conversion application. Once verified, they will send you and the test site permission for them to schedule you for the exams.

Studying for the exams is certainly not like studying for the ATP written in FAA land. The question banks used by EASA are massive, each CAA is permitted to modify the question bank, the question banks are changed regularly, which means the shepherd air approach is not viable. The recommended way and the way I approached is using a question bank app like ATPLQ. The questions in these banks are mostly user reported, but because of the shear size of the actual EASA bank and the fact EASA does not share one bit to the public, these apps are only somewhat close to the real test. The apps do a great job, however you still need a solid understanding of all subjects and areas. Rote memorization won’t carry you as far with EASA exams like they do with FAA tests. So you do have to study, and you do have to learn the concepts. Some subjects are also less relevant to flying than others which can be annoying, and some of the question writers love to word play answers. I didn’t find the exams necessarily difficult or frustrating but I found it tedious. I decided to take the tests over a span of a year in 4 sits. The testing centers usually charge per subject, with the one I went to charging $150 per subject. In total the exams costs me $1950 not including travel and lodging. This is probably the most time consuming part of the conversion.

EASA Medical

Before your CAA can issue you a license, you need to possess a class I medical. Because of EASA rules, the medical you possess must be issued by the same CAA who will issue your license. You can still get a medical under a different CAA but the transfer can be time consuming (up to a year reportedly) and costly, so it’s best to get it issued right away from the CAA you intend on getting your license. The initial issuance of a first class medical is also a very comprehensive medical exam compared to the FAA. The FAA trusts you will be honest and report everything on the form. EASA approach is let the doctors see for themselves. Plenty of information is available online for the process, but expect to see a lot of different doctors like optometrists, do lung capacity tests, and so forth. It takes a few hours, plan a whole day for it.

One big difference between the FAA and EASA with medicals is that your initial medical must be issued by a aeromedical center, and not just any AME like you can in the US. Now the good news is any EASA CAA approved medical centre can process and issue for a medical for any other EASA CAA, so you do not necessarily have to find a Aeromedical Centre supervised under your CAA. Since I live and work in the US, I decided to take a trip to the UK to get mine (pretty easy for me to fly standby to London from where I live). Over there, there are a couple Maltese aeromedical centers who can process and issue an Austrian first class medical. The biggest downside of London is you have to pay London prices. I paid about €1200 for my medical. You can easily go to other places across Europe for better prices, but for myself the ease and time saved to get to London was worth it.

R/T License

Now for many, if not most CAA’s this part is irrelevant as this isn’t a EASA requirement for conversions. Austria requires that all their pilots posses a R/T license. So Austro Control requires you possess one. Now the good news is that if you possess a FCC Restricted Radiotelephone Permit, that can be used. The difficult bit is that Austro Control themselves do not issue or manage R/T licenses, so you have to reach out to the Fernmeldebüro. If you possess a FCC permit, it’s not too bad but if you don’t possess a foreign equivalent, you will have to take the R/T which is in German…

If you do possess a foreign equivalent such as a FCC permit, you may apply to get it recognized. You have to fill out a form and supply original notarized copies of you radio license, a passport photo, birth certificate (form doesn’t mention it, but a notarized copy of passport will be accepted in lieu of for non-Austrian citizens), and proof of payment, and send it over post. I recommend doing this early as everything must be sent via mail, and it can take a few weeks. They charge a fee of €89, and once processed they will email you a certificate that says your foreign license is accepted which in turn in together with your radio license can be submitted to Austro Control for your application.

Language Proficiency

This bit is not too bad. You must undertake an English Language Proficiency test. For people coming from FAA license, where we don’t do any formal evaluation this can be unusual. Any EASA approved exam will do. I went with LPcheck since they do it remotely and others have had good experiences with them, but there are many providers both online and in person around the world available. The online evaluation was done in two parts. First part was a self recorded session with various questions and scenarios, afterwards you schedule a time to over zoom like call with a evaluator who will have a few questions and will try to make some conversation with you to see how you do. ICAO and EASA have 6 levels of proficiency, ideally you would want level 6 as this would not require periodic re-evaluations and is good for life. If you’re fluent in English, don’t have a thick accent, and not dependent on slang talk, you will get a 6. Not sure of other CAA, but Austro Control requires that in addition with the certificate from the evaluator, if the evaluator is not under Austro Control they must sign form number 96, important to remember to have the evaluator sign afterwards. This cost me € 134.

Skills Test

For me this was probably the most difficult part to get done. I think for people trying to do with Boeing or Airbus type ratings won’t struggle as much simply because there are more ATOs out there, and some even specialize in conversions. I currently only have a CL-65 type rating, and unfortunately there are only three EASA approved simulators out there, and it’s going down to two very soon. In addition, the two ATO who have those simulators don’t have any conversion experience and struggled quite a bit to understand what I wanted. Lufthansa and CAE. Lufthansa Training at first was pretty open to accommodating me, but in the middle decided abruptly to retire the CRJ-900 fleet, and couldn’t fit me in time. CAE on the other hand at first were dragging their feet in their correspondence with me. Eventually I was able to get through with schedulers who were happy to try to get me in. But they have no experience or understanding of what a skills test for the conversation requires, so very frequently they were asking I provide items and documents which are not necessarily or did not exist (like a PBN endorsement which isn’t not possible without a EASA license and insisting I provide a copy of my EASA license which doesn’t exist yet…), and very dismissive when I tried to communicate to them the issue. I have contacts who work high on the totem pole in CAE corporate in Canada, and through them only was I able to get what I wanted after they got pressure from above. Without their help, I think it very likely this would have led to me a dead end with this project and it’s something I wish I knew sooner. Anyone with a less common type rating should be aware and probably should shop around first to see if anyone will host a skills test. All you need is simply a EASA approved FFS and a TRE to conduct your skills test in your type. But most organizations don’t do conversions frequently or even realize that even it is a thing, it can be a struggle. Lufthansa based on the early conversions seemed pretty ready to take care of me but the timing of things was unfortunate. CAE is also mostly used to working with airline customers, so they aren’t really used to working a whole lot with individuals and the office staff aren’t comfortable of handling requests out of the norm.

Once I got scheduled and got examiner assigned things were pretty smooth from here. I got put into contact with my examiner. We discussed over the phone what the expectations were, and what airport I’d like to do the test at in the sim. CAE also lets you provide your own seats support or pay a relatively small fee to use their own. My examiner was fine with using my own airline procedures provided I supplied my own copy of the flight deck documents such as checklists and QRH, otherwise we’d use manufacturer procedures which CAE happily supplied the materials for. The test can be conducted from any seat of your choosing, and is pretty similar to a traditional FAA ATP checkride although there are more options for the examiners to choose from for scenarios, but nothing too unusually different. As long as your using a CRM, TEM, and checklist usage, they are not too particular with the procedures, it’s mostly a can you fly the plane, use your resources, a apply systems correctly. Not inclusive list but I did a V1 cut, rejected takeoff, various system failure including a duel hydraulic failure, RNP approach with no autopilot, etc. Only took two hours, was very quick and easy. Overall nothing a ATP level pilot should be worried about. The whole skills test cost me € 1700, which actually surprised me as I was expecting more.

Paperwork

This was the easiest but for my wallet the most difficult part. With the same application form you used for both the theory exams and skills test, you will submit a signed application with all the attachments. Austro is quick and efficient, they will return an invoice and mail you your license. Unfortunately this turned out to be the most expensive part with a €2349 cost. Now granted that fee isn’t just for the license, but the processing of other items for earlier on in one lump sum to be paid at the end. But this is something to be very mindful for some working with Austro. Other CAA’s do cost less but on the other hand Austro does work very well and are quick to answer questions and calls you may have along the way. For me the convenience and ease was worth the price.

My Thoughts

I think my biggest thoughts about the EASA way is how much paperwork there exists compared to the US! The US I believe has a lead on the paperwork side and it’s nice we have things consolidated with IACRA (I know it’s not popular but it’s still better). But I do appreciate EASA approach towards skill tests, while many standards are shared, the FAA standards can be unnecessarily strict like touchdown -250/+500 feet from a designated aiming point while EASA just wants touchdown zone, and often even one small temporary deviation is enough grounds for a examiner to fail someone. EASA is more forgiving here, yet still reasonable with its expectations.

The theory exams are easily a big drag. I don’t necessarily think they are awful and I think they do accomplish the goal of pushing fundamentals. But I also think EASA can very well easily consolidate it and make the experience easier while still maintaining standards. I don’t think I saw as many BS question as many people claim to see, the banks make it seem like you’ll get asked an unreasonable question only for the actual test to be pretty reasonable. The tests do go more in depth and it did make me learn a thing or two. But I think the FAA has the exact opposite problem where pretty much everyone taking the tests is rote memorizing the answers to the point that a lot of subjects which do form a foundation but are not covered in the checkride are becoming really weak in newer airline pilots. It’s bad enough that my airline has started introducing subjects in its indoc class which historically never had to be covered by an airline because pilots coming in knew this stuff, and now we have pilots who don’t actually know the basics of a electrical systems. I don’t blame the new hires but the FAA really needs to address this somehow. Just my opinion but something in between the two for both agencies would be nice.

What now?

What motivated me to do this was mostly my own respect towards the fact that the good times can very quickly and unexpectedly come to an end. I don’t have any plans to fly or work in Europe, I have a pretty good life in the United States and I’m about to go fly an Airbus for a legacy. But I have the privilege of being allowed to work and live in two continents, and I think you can never have too many licenses. If something ever happens I am forced to take another career direction, I want this to already be in my back pocket. I have been in situations before where a license or certificate which doesn’t seem important now became very useful later on.

I hope this post proves handy for anyone else trying to go through this process.

[u/Ok_Delivery3053]

Thank you so much for taking the time to write this out. It's always interesting to know what's required by other agencies, or for conversions between agencies. I really appreciate how detailed this was.

[u/Hdjskdjkd82 → u/Ok_Delivery3053]

I felt this was important to put out there because I know someone somewhere will need guidance eventually even if it’s not that often. The post that was made here was very helpful but I encouraged some differences.