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Licence conversion guides · Updated 2026

Pilot licence conversion guide

Step-by-step conversion routes for commercial pilot licences — ICAO to EASA, FAA to EASA, EASA to FAA ATP, UK CAA to FAA ATP, EASA to GCAA (UAE), EASA to UK CAA, EASA to JCAB (Japan), and FAA to JCAB (Japan). Documents required, exams, costs, and timelines. Information sourced from official FAA, EASA, UK CAA, GCAA, and JCAB/MLIT regulatory documentation. Updated June 2026.

Note: Licence regulations change. Always verify current requirements directly with the relevant national aviation authority before taking any action. This guide is for general orientation — it is not legal or regulatory advice.
Jump to: ICAO → EASA FAA → EASA EASA → GCAA UAE Licence EASA → JCAB FAA → JCAB EASA → FAA ATP UK → FAA ATP EASA → UK CAA
ICAO ATPL → EASA ATPL(A)

ICAO to EASA ATPL(A)

Pilots holding an ICAO ATPL issued by any ICAO contracting state not covered by a bilateral agreement with EASA. Common routes: South Africa, India, Canada, Thailand, Philippines, New Zealand, South Korea.

Conversion steps

1
Choose your EASA national authority
You apply through one EASA member state's national aviation authority (NAA). You do not apply to EASA directly. Popular choices: UK CAA (post-Brexit — see separate EASA→UK CAA route), CAA Netherlands (CAA-NL), Irish Aviation Authority (IAA), Civil Aviation Authority of Sweden (Transportstyrelsen). The authority you apply to will administer your exams and issue your EASA licence.
2
EASA Part-FCL theoretical knowledge examinations
You must pass all 14 ATPL theory examinations to the EASA standard. ICAO holders from non-EASA states must pass all 14 subjects regardless of their existing licence level. The 14 subjects are: Air Law, Aircraft General Knowledge (Airframe / Systems / Powerplant), Aircraft General Knowledge (Instrumentation), Mass and Balance, Performance, Flight Planning and Monitoring, Human Performance, Meteorology, General Navigation, Radio Navigation, Operational Procedures, Principles of Flight, Communications (VFR/IFR), and Aircraft General Knowledge (Electrics). Most candidates study via an EASA-approved ATPL ground school (CAE Oxford, Bristol Groundschool, Padpilot, etc.) and sit exams at approved test centres.
3
English Language Proficiency (ELP)
ICAO English language proficiency Level 4 or above is required. If your existing licence already has a current ICAO ELP endorsement at Level 4+, this may be accepted. Otherwise you will need an ICAO ELP test from an EASA-approved examiner.
4
EASA Class 1 medical
You must hold a valid EASA Class 1 medical from an EASA-approved Aero Medical Centre (AMC) or Aero Medical Examiner (AME). Existing ICAO Class 1 medicals from non-EASA states are not directly transferred — you must undergo a full EASA Class 1 assessment.
5
Skill test (type rating check)
You must complete a skill test with an EASA-authorised Flight Examiner on the aircraft type you wish to operate. If you are converting with an existing type rating (e.g., B737, A320), your skill test is on that type. If you have no current type rating, you must complete a full type rating course and skill test.
6
Application to NAA
Submit completed application form, certified copies of your ICAO licence, logbook extracts (verified by the issuing state), theory exam results, medical certificate, and skill test report to your chosen EASA NAA. Fees and processing times vary: Netherlands CAA typically 4–8 weeks; Irish IAA 4–10 weeks.

At a glance

Exams required
All 14 EASA ATPL theory subjects (Air Law, AGK × 3, Mass & Balance, Performance, Flight Planning, Human Performance, Meteorology, General Nav, Radio Nav, Operational Procedures, Principles of Flight, Communications)
Estimated cost
€2,000–€6,000 (theory exams and course) + €500–€1,500 (NAA application fees) + type rating if required
Timeline
3–12 months depending on theory exam pace and NAA processing times

Documents required

  • Certified copy of current ICAO ATPL and all previous licences
  • Certified translated logbook extracts verified by issuing state authority
  • EASA Class 1 medical certificate
  • ICAO ELP certificate Level 4+ (if not already on licence)
  • All 14 EASA ATPL theory exam results
  • Skill test report from EASA Flight Examiner
  • Passport copy, passport-format photo
Important note
Australia, USA/FAA, and Canada do not have a full ATPL bilateral agreement with EASA — pilots from these states must complete the full EASA theory exam process. Check current bilateral agreements with your chosen NAA as these are updated periodically.
Official regulatory source →
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FAA ATP → EASA ATPL(A)

FAA ATP to EASA ATPL(A)

US-licensed pilots (FAA ATP) wishing to operate in EASA airspace or join EASA-regulated airlines. Common for: US pilots joining European or Middle East carriers that require EASA licences, or US nationals relocating to Europe.

Conversion steps

1
Select EASA NAA
As with ICAO conversions, you apply through one EASA member state NAA. The Netherlands (CAA-NL), Ireland (IAA), and Germany (LBA) are frequently used for FAA ATP conversions. Each NAA has its own application form and fee schedule.
2
EASA ATPL theoretical knowledge exams — credits may apply
FAA ATP holders from the USA may receive credits on some EASA ATPL theory subjects under certain bilateral arrangements, but as of 2026, the USA does not hold a comprehensive bilateral with EASA that eliminates the ATPL theory requirement. Most FAA ATP holders must pass all 14 EASA ATPL theory subjects. However: if you hold an FAA ATP and have completed an FAA ATP-CTP (Airline Transport Pilot Certification Training Program), this may be noted in your application.
3
EASA Class 1 medical
Your FAA first-class medical does not transfer directly. You must complete a full EASA Class 1 medical assessment at an EASA-approved AMC or AME. EASA and FAA medical standards are similar but not identical — some conditions that pass FAA Class 1 may not meet EASA Class 1 standards. Seek medical advice before committing significant funds to the conversion if you have any known health conditions.
4
English Language Proficiency
If your FAA ATP already endorses ICAO ELP Level 6 (Expert), this is accepted. For Level 4 or 5, a separate EASA-approved ELP assessment is required if not already endorsed on your FAA licence. Most native English speakers are tested and awarded Level 6.
5
Skill test on EASA type rating
You must complete a type rating skill test with an EASA-authorised Flight Examiner on an EASA-approved aircraft type. Your FAA type ratings do not transfer. If you are joining an EASA airline that will provide your type rating, this is typically done as part of your joining type rating course.
6
Application and validation
Submit application with FAA licence (certified), FAA medical history, logbook extracts, theory results, skill test report, and EASA medical certificate. Processing at major NAAs: 4–10 weeks.

At a glance

Exams required
All 14 EASA ATPL theory subjects required (FAA-EASA bilateral does not eliminate theory requirement as of 2026)
Estimated cost
€2,000–€6,000 (theory exams) + €400–€1,200 (NAA fees) + type rating course if required
Timeline
4–14 months (theory exam pacing is the primary variable)

Documents required

  • Current FAA ATP (certified copy)
  • FAA first-class medical records
  • Certified FAA airman records (IACRA or similar)
  • Logbook extracts certified by FAA (or notarised)
  • All 14 EASA ATPL theory results
  • EASA Class 1 medical certificate
  • ICAO ELP certificate if not on FAA licence
  • Skill test report from EASA Flight Examiner
Important note
The EU-USA bilateral safety agreement (BASA) covers maintenance and some operational areas but does not provide a direct ATPL equivalence. FAA Commercial Pilot Licence (CPL) holders cannot convert directly to EASA ATPL — they must complete an EASA integrated or modular ATPL course.
Official regulatory source →
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EASA ATPL(A) → GCAA UAE Licence

EASA ATPL(A) to GCAA (UAE) Licence

Pilots with an EASA ATPL(A) joining a UAE-based airline (Emirates, Etihad, Air Arabia, flydubai, Emirates SkyCargo, etc.) or operating under UAE authority. The GCAA (General Civil Aviation Authority) is the regulatory authority for civil aviation in the UAE. There are two distinct GCAA processes: a short-term Validation Certificate (Appendix 13 of CAR-FCL) and a full Licence Conversion (Appendix 12 of CAR-FCL). In practice, most pilots joining UAE carriers begin with a validation certificate, which allows them to commence operations while the conversion is processed.

Conversion steps

1
Understand the two GCAA routes
Route 1 — Validation Certificate (Appendix 13): A short-term document (valid 6 months) that allows the holder to exercise the privileges of their foreign EASA licence on UAE-registered aircraft. It is not a UAE flight crew licence. It is operator-linked and tied to a specific UAE airline. Route 2 — Full Licence Conversion (Appendix 12): Converts the EASA ATPL(A) into a UAE Part-FCL licence. This is the permanent route. Both routes must be initiated by and submitted through a UAE operator or approved training organisation (ATO) via the GCAA E-service — individual pilots cannot apply directly.
2
Employer-managed application
All applications must be submitted through a UAE operator or GCAA-approved ATO using the GCAA E-service portal. Your employer initiates and manages the process on your behalf after a conditional employment offer. Pilots cannot apply independently for either route.
3
Verification letter from your issuing EASA NAA
A verification letter from your EASA NAA (the state that issued your ATPL) is required for both routes. The letter must confirm that your licence is valid and current, including the validity of your medical certificate, ratings, and endorsements. It must not be older than 3 months at the time of application. The GCAA may also require you to apply through its E-service for foreign licence authentication — any costs are borne by the applicant.
4
Logbook authentication
A copy of your pilot logbook must be authenticated by the UAE operator. The GCAA may accept authentication by a UAE ATO. Authentication means the operator has verified that the documents presented are originals.
5
Experience requirements for conversion (Appendix 12)
For full ATPL(A) conversion, the GCAA requires 500 hours of multi-pilot aeroplane time accumulated in commercial operations. If this requirement is not met, the applicant must comply with the full UAE CAR-FCL 515.A ATPL(A) training and examination route.
6
Skill test with GCAA-approved examiner
For a full conversion, a skill test must be completed with a GCAA-approved flight examiner in accordance with CAR-FCL 520.A ATPL(A), unless the applicant can demonstrate that the skill test is already incorporated into a training programme approved by the GCAA (e.g. an airline conversion course).
7
UAE Air law and operational procedures examination
A theoretical knowledge examination covering UAE Air law and operational procedures is required for the conversion. This is not a full ATPL theory re-sit — it is a UAE-specific air law module. This requirement applies to all foreign ATPL conversions.
8
GCAA Class 1 medical
A UAE Class 1 medical certificate issued in accordance with CAR-MED is required. This is a separate assessment from your EASA Class 1 medical, even if your EASA medical is currently valid. For the short-term validation certificate, a current and valid medical issued either by the UAE or by the state of issue of the foreign licence is accepted.
9
English Language Proficiency
ICAO ELP Level 4 minimum is required and must be current. If your EASA ATPL already endorses Level 4, 5, or 6 with a valid expiry date, this is accepted without a separate assessment.

At a glance

Exams required
UAE Air law and operational procedures examination required. No full ATPL theory re-sit required — the GCAA recognises the EASA ATPL(A) knowledge base, but UAE-specific air law must be passed.
Estimated cost
GCAA application fees vary; managed by employer. GCAA Class 1 medical assessment required separately.
Timeline
Variable — depends on airline processing and GCAA workload. Validation certificate (Appendix 13) is typically faster. Full conversion (Appendix 12) takes longer due to skill test and examination requirements.

Documents required

  • Current valid EASA ATPL(A) — original
  • Verification letter from issuing EASA NAA (not older than 3 months)
  • Authenticated copy of pilot logbook (authenticated by UAE operator or UAE ATO)
  • Evidence of recent experience as per CAR-FCL FCL.060
  • UAE CAR-MED Class 1 medical certificate
  • ICAO ELP endorsement (current, Level 4+)
  • Skill test report from GCAA-approved examiner (for conversion)
  • Passport
Important note
The validation certificate (Appendix 13) is not a UAE flight crew licence — it is a short-term document valid for 6 months. It cannot be used to add a type or class rating not already on the foreign licence. The UAE operator is responsible for ensuring the holder remains in compliance throughout the validity period. For the conversion route, a conversion can only be granted to an equivalent or lower level UAE licence. Pilots leaving a UAE airline will need a new employer to initiate any new application.
Official regulatory source → Official regulation (PDF) →
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EASA ATPL(A) → JCAB ATPL

EASA ATPL(A) to JCAB ATPL (Japan)

Pilots holding an EASA ATPL(A) seeking to operate on JA-registered aircraft in Japan. The Japan Civil Aviation Bureau (JCAB — 航空局, Kōkūkyoku) is a division of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT). Japan does not operate a bilateral recognition agreement with EASA for pilot licences — there is no direct transfer. All foreign pilots must convert their licence through the JCAB switching process (外国免許の書換え), which involves a formal application, a written Air Law examination, a JCAB medical examination, and a simulator check. In practice, the conversion is almost exclusively completed through a Japanese airline employer: very few foreign pilots have successfully completed it independently.

Conversion steps

1
Secure a position with a Japanese airline — a practical requirement
JCAB will process a licence switching application from any ICAO-licensed pilot, but in practice the process is tightly linked to airline employment. Japanese airlines that hire foreign pilots — including Peach Aviation, Spring Japan, Jetstar Japan, Air Japan, and ANA — manage the entire conversion process on your behalf and require your documentation before you arrive in Japan. Independent conversion outside of airline employment is extremely rare and logistically very difficult. The JCAB does not require a job offer to sit the Air Law examination, but without employer support, coordinating the full conversion in Japan is not practicable for most foreign pilots.
2
Compile your Aeronautical Experience (AE) Form
The Aeronautical Experience Form is a JCAB Excel spreadsheet in which you record every flight hour you have ever logged, broken down by position (Captain, First Officer, student/dual) and by aircraft type. All times must be in hours:minutes format — not decimal. Totals must exactly match your logbook grand total. The AE Form distinguishes between: PIC time (actual command time only — ICUS, PUS, and Cruise Captain time are recorded as Co-Pilot, not PIC), Solo time (pre-PPL only), Co-Pilot time (ICUS/PUS/Cruise Captain), Dual Given, and Flight Engineer time. You must also record instrument time (actual IMC only — not simply IFR flight plan time), night PIC time, and cross-country PIC time. JCAB defines cross-country as a flight exceeding 100 km total distance with a full-stop landing at two or more airports before the final destination. The AE Form and your logbooks must be submitted to the JCAB Regional Civil Aviation Bureau at least 4 weeks before your intended Air Law examination sitting. Airlines typically require your completed AE Form before you attend the initial assessment in Japan.
3
Application to the JCAB Regional Civil Aviation Bureau
The application for licence switching (Form 19) is submitted to the JCAB Regional Civil Aviation Bureau — typically the Tokyo Regional Civil Aviation Bureau for most foreign applicants. Required documents: original EASA ATPL(A), ICAO English Language Proficiency endorsement (Level 4 minimum), valid EASA Class 1 medical certificate, Flight Radiotelephone Operator licence, completed AE Form, logbooks, and passport. All documents must be originals or certified copies. The administrative fee for switching a foreign pilot licence is 1,500 yen (JCAB FY2026 fee schedule, MLIT). Your airline will typically coordinate this submission on your behalf.
4
JCAB Air Law examination (航空法規)
Foreign pilots switching a licence must pass the Aviation Act examination (航空法規, Kōkū Hōki). For foreign licence holders, this exam is conducted in English and is held at MLIT headquarters in Tokyo twice per year — it is not available via the CBT network used for domestic examinations. The exam covers Japanese aviation law, including the Civil Aeronautics Act, Japanese ATC procedures, and operational requirements specific to Japanese airspace. A pass mark of 70% is required. The primary study resource is the AIM-J (Aeronautical Information Manual Japan), published in English twice yearly by the Japan Aircraft Pilot Association (JAPA). Airlines provide ground school preparation of approximately 4–6 weeks. You must have your AE Form and application accepted before being assigned a sitting.
5
JCAB medical examination
You must undergo a JCAB Class 1 medical with a JCAB-designated aviation medical examiner. Your EASA Class 1 medical does not transfer — a separate JCAB examination is required. The examination takes approximately 4 hours and includes: blood and urine analysis, vision and hearing tests, chest X-ray, electrocardiogram (ECG), and an electroencephalogram (EEG). The EEG is standard in Japan and across much of Asia, though it may be unfamiliar to European pilots. JCAB-approved examiners are located at major airports and in Tokyo. Your existing EASA Class 1 medical must remain valid throughout the conversion process.
6
JCAB simulator check (実地試験)
Following the Air Law exam pass, you complete a JCAB simulator check on the aircraft type you will be operating. The check is conducted in a JCAB-approved Full Flight Simulator and covers standard operating procedures, abnormal and emergency procedures, and instrument approaches — assessed by a JCAB-authorised examiner. Your airline provides approximately 4–6 weeks of simulator preparation with full SOP briefings and multiple practice sessions. Pilots are assessed as a crew — CRM and crew coordination are a core element of the assessment. Most airlines permit one re-attempt if the first check is not passed.
7
JCAB ATPL issued — line training begins
Following successful completion of all steps, the JCAB ATPL is issued by the JCAB Regional Civil Aviation Bureau and you commence airline line training under a JCAB-approved programme. Total elapsed time from arriving in Japan to JCAB ATPL issue is typically 10–14 weeks, depending on how early your AE Form and application were submitted and whether the Air Law exam sitting aligns with your arrival date.

At a glance

Exams required
Aviation Act (Air Law) examination in English — held at MLIT Tokyo, twice per year. Pass mark 70%. No full ATPL theory re-sit required. Simulator check on type required.
Estimated cost
Administrative licence switching fee: 1,500 yen (MLIT FY2026). JCAB medical examination: approximately ¥30,000–¥60,000 depending on examiner and location. Type rating and simulator preparation typically covered by the hiring airline.
Timeline
10–14 weeks from arrival in Japan to JCAB ATPL issue, assuming AE Form and application were submitted before arrival. The Air Law exam (twice per year only) is the primary timing constraint.

Documents required

  • Original EASA ATPL(A) — must be valid and current throughout the process
  • Completed JCAB Aeronautical Experience (AE) Form — all flight hours, all positions, all aircraft types in hours:minutes format
  • Original pilot logbooks (totals must match AE Form exactly)
  • Valid EASA Class 1 medical certificate
  • ICAO English Language Proficiency endorsement (Level 4 minimum, current)
  • Flight Radiotelephone Operator licence
  • Passport (original)
  • Form 19 application to JCAB Regional Civil Aviation Bureau (typically coordinated by your airline)
  • Passport-format photographs
Important note
Japan has no pilot licence bilateral agreement with EASA or any EU state. The JCAB switching process is not a direct conversion — it is a re-issuance of a Japanese licence on the basis of a verified foreign licence and completion of Japanese regulatory examinations. The Air Law exam for foreign licence holders is only available in English at MLIT Tokyo, twice per year — this is the most common cause of delay in the conversion timeline. Japanese language ability is not required: all international flight operations in Japan are conducted in English, and the Air Law examination is available in English for foreign licence holders. The AIM-J (Aeronautical Information Manual Japan) is available in English from JAPA and is the essential study resource.
Official regulatory source →
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FAA ATP → JCAB ATPL

FAA ATP to JCAB ATPL (Japan)

Pilots holding a US FAA Airline Transport Pilot (ATP) certificate seeking to operate on JA-registered aircraft in Japan. There is no bilateral pilot licensing agreement between the FAA and the Japan Civil Aviation Bureau (JCAB). The FAA-Japan Bilateral Aviation Safety Agreement (BASA), signed in 2020, covers airworthiness and maintenance certification only — it does not extend to flight crew licensing. FAA ATP holders must therefore follow the same JCAB switching process (外国免許の書換え) as any other ICAO-licensed foreign pilot, with no exemptions or credits based on holding a US certificate.

Conversion steps

1
Understand that there is no FAA-JCAB pilot licence bilateral
A common misconception among US-licensed pilots is that the FAA-Japan BASA provides a pathway for licence recognition or simplified conversion. It does not. The BASA covers airworthiness certification — aircraft type approval and maintenance — not pilot licensing. For the purpose of converting to a JCAB ATPL, an FAA ATP is treated identically to any other ICAO-compliant foreign ATPL: you must complete the full JCAB switching process including the Air Law examination, JCAB medical, and simulator check. There are no subject credits, exemptions, or abbreviated routes available to FAA ATP holders.
2
Secure a position with a Japanese airline
As with all foreign licence conversions in Japan, the process is tightly linked to airline employment in practice. Japanese carriers that have hired foreign pilots include Peach Aviation, Spring Japan, Jetstar Japan, and Air Japan. These airlines manage the entire conversion process — coordinating the JCAB paperwork, providing Air Law ground school, arranging the JCAB medical, and running simulator training. Independent conversion outside of airline employment is technically possible but extremely rare and logistically very difficult.
3
Confirm your FCC Restricted Radiotelephone Operator Permit
The JCAB switching process requires a Flight Radiotelephone Operator licence as a supporting document. For FAA pilots, the equivalent document is the FCC Restricted Radiotelephone Operator Permit (RROP), issued by the Federal Communications Commission. If you fly internationally and do not yet hold this permit, you must obtain it before applying. The FCC RROP is a lifetime permit with no expiry, obtainable via the FCC Universal Licensing System (ULS) online. As of 2024, the application fee is US$35. Most US airline pilots already hold this permit. Present the original or a certified copy to JCAB as the radio licence document in your application.
4
Confirm your ICAO English Language Proficiency endorsement
JCAB requires an ICAO ELP endorsement at Level 4 minimum as part of the switching application. FAA ATP certificates do not always display an ICAO ELP endorsement in the same way EASA licences do. If your FAA ATP does not carry an explicit ICAO ELP endorsement at Level 4 or above, you will need to obtain one from an ICAO-approved English language proficiency evaluator before submitting your JCAB application. Many FAA pilots operating internationally already hold Level 6 (Expert) from their airline's evaluation — check your airman records via the FAA's Integrated Airman Certification and Rating Application (IACRA) system for any existing endorsement.
5
Compile your Aeronautical Experience (AE) Form
The JCAB Aeronautical Experience Form is an Excel spreadsheet in which you record every flight hour you have ever logged, broken down by position and by aircraft type. All times must be in hours:minutes format — not the decimal hours common in FAA logbooks. Converting decimal logbook entries to hours:minutes is a common source of errors for US pilots: for example, 3.2 hours becomes 3:12, not 3:20. Totals must exactly match your logbook grand total. The AE Form distinguishes between PIC time (actual command time only), Co-Pilot time (which includes ICUS, PUS, and Cruise Captain time — these do not count as PIC in the JCAB definition), Solo time (pre-PPL only), and Dual Given. You must also record IMC time (actual instrument meteorological conditions — not simply IFR flight plan time), night PIC time, and cross-country PIC time. JCAB defines cross-country as a flight exceeding 100 km with a full-stop landing at two or more airports before the final destination. The AE Form and logbooks must be submitted to the JCAB Regional Civil Aviation Bureau at least 4 weeks before your intended Air Law exam sitting.
6
Application to the JCAB Regional Civil Aviation Bureau
The licence switching application (Form 19) is submitted to the JCAB Regional Civil Aviation Bureau — typically Tokyo for most foreign applicants. Required documents: original FAA ATP certificate, FCC Restricted Radiotelephone Operator Permit, ICAO ELP endorsement (Level 4+), valid FAA first-class medical certificate, completed AE Form, logbooks, and passport. The administrative switching fee is 1,500 yen (JCAB FY2026 fee schedule, MLIT). Your airline will typically coordinate this submission.
7
JCAB Air Law examination (航空法規)
All foreign pilots switching a licence to JCAB must pass the Aviation Act examination (航空法規, Kōkū Hōki), conducted in English at MLIT headquarters in Tokyo. This examination is held twice per year only — it is not available at the 261 CBT venues used for domestic examinations. The exam covers Japanese aviation law, the Civil Aeronautics Act, Japanese ATC procedures, and operational requirements specific to Japanese airspace. A pass mark of 70% is required. The primary study resource is the AIM-J (Aeronautical Information Manual Japan), published in English twice yearly by the Japan Aircraft Pilot Association (JAPA). US pilots familiar with the FARs will find the structure broadly recognisable, but Japanese aviation law has its own specific provisions that require dedicated study. Airlines provide ground school preparation of approximately 4–6 weeks.
8
JCAB medical examination
A separate JCAB Class 1 medical examination is required. Your FAA first-class medical does not transfer. The examination takes approximately 4 hours and includes: blood and urine analysis, vision and hearing tests, chest X-ray, electrocardiogram (ECG), and an electroencephalogram (EEG). The EEG is standard in Japan and common across Asia, though it is not part of the FAA medical examination. JCAB medical standards are broadly similar to FAA first-class standards but not identical — cholesterol norms and BMI limits (BMI must be below 30) may differ from what US pilots are accustomed to. Your existing FAA medical must remain valid throughout the conversion process.
9
JCAB simulator check (実地試験)
Following the Air Law exam, you complete a JCAB simulator check on the aircraft type you will operate. The check is conducted in a JCAB-approved Full Flight Simulator and assessed by a JCAB-authorised examiner, covering standard operating procedures, abnormals, emergencies, and instrument approaches. Your airline provides approximately 4–6 weeks of simulator preparation. Pilots are assessed as a crew — CRM is a core element of the assessment. Most airlines permit one re-attempt if the first check is not passed.
10
JCAB ATPL issued — line training begins
Following successful completion of all steps, the JCAB ATPL is issued and you commence line training. Total elapsed time from arriving in Japan to JCAB ATPL issue is typically 10–14 weeks, assuming AE Form and documentation were submitted in advance. The twice-yearly Air Law exam schedule is the primary timing constraint.

At a glance

Exams required
Aviation Act (Air Law) examination in English — held at MLIT Tokyo, twice per year. Pass mark 70%. No ATPL theory re-sit required. Simulator check on type required.
Estimated cost
Administrative licence switching fee: 1,500 yen (MLIT FY2026). FCC RROP (if not already held): US$35, lifetime, no exam. JCAB medical: approximately ¥30,000–¥60,000. ICAO ELP assessment if required. Type rating and simulator preparation typically covered by the hiring airline.
Timeline
10–14 weeks from arrival in Japan to JCAB ATPL issue, assuming documentation submitted before arrival. The Air Law exam (twice per year only) is the primary timing constraint.

Documents required

  • Original FAA ATP certificate — must be valid and current throughout the process
  • FCC Restricted Radiotelephone Operator Permit (RROP) — lifetime permit, obtainable via FCC ULS online (US$35)
  • ICAO ELP endorsement at Level 4 or above — check your FAA airman records via IACRA; if not present, obtain from an ICAO-approved evaluator
  • Valid FAA first-class medical certificate
  • Completed JCAB Aeronautical Experience (AE) Form — all hours in hours:minutes format, all positions, all aircraft types
  • Original pilot logbooks (totals must match AE Form exactly; convert decimal entries to hours:minutes before submission)
  • Passport (original)
  • Form 19 application to JCAB Regional Civil Aviation Bureau (typically coordinated by your airline)
  • Passport-format photographs
Important note
The FAA-Japan BASA (2020) covers airworthiness only — it provides no pilot licensing credits or exemptions. FAA ATP holders are processed identically to any other ICAO foreign ATPL holder. The most common preparation mistakes for US pilots: (1) submitting decimal logbook totals on the AE Form instead of hours:minutes, causing mismatches with the JCAB review; (2) not having an ICAO ELP endorsement on record. Both can delay the application. The Air Law exam in English is available at MLIT Tokyo only, twice per year — missing the deadline for AE Form submission (4 weeks before a sitting) means waiting for the next sitting.
Official regulatory source →
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EASA ATPL(A) → FAA ATP Certificate

EASA ATPL(A) to FAA ATP Certificate

Pilots holding an EASA ATPL(A) wishing to obtain an FAA pilot certificate. This route is significantly more complex than most licence conversions because the FAA does not issue a full ATP certificate on the basis of a foreign licence alone — not even an EASA ATPL. There are two distinct phases: (1) obtaining an FAA Private Pilot Certificate based on your EASA licence under the BASA/TIP-L agreement (AC 61-143), and (2) meeting all independent FAA requirements to upgrade to an ATP certificate under 14 CFR Part 61, Subpart G. Each phase has its own requirements, timelines, and costs. This guide covers both. Note: pilots holding a UK CAA ATPL(A) — i.e. a licence issued by the UK Civil Aviation Authority — are not eligible for the BASA/TIP-L conversion route, as the UK is not an EU member state (see Table 2 of FAA AC 61-143 CHG 1, November 2024). UK CAA holders must apply for the FAA Private Pilot Certificate under the standard §61.75 foreign licence route instead.

Conversion steps

1
Phase 1 — Designate a US Agent for Service (mandatory for foreign-addressed applicants)
Since January 2025, any individual with a foreign address and no US physical address on file with the FAA who applies for or holds an FAA certificate under 14 CFR Parts 61, 63, 65, 67, or 107 must designate a US Agent for Service of Process (USAS). This requirement was introduced by FAA Final Rule 89 FR 81305 (October 8, 2024), amending 14 CFR Part 3, Subpart C. The agent must have a US physical address (not a PO Box, military APO/FPO, or mail drop). The agent receives and forwards all FAA legal and regulatory correspondence on your behalf. Compliance is not optional — failure to designate an agent can result in certificate suspension. The FAA USAS portal is at usas.faa.gov. Commercial registered agent services are available from approximately US$29–$75 per year for pilots who do not have a US contact. This step must be completed before or at the time of your FAA application.
2
Phase 1 — Confirm eligibility: which EASA member state issued your licence
The BASA/TIP-L route under FAA AC 61-143 is only available to pilots whose EASA licence was issued by an EU member state national aviation authority. Eligible states include all 27 EU member states (Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden). Not eligible under TIP-L: UK, Iceland, Liechtenstein, Norway, Switzerland. Pilots from these non-EU states must apply for an FAA PPL under §61.75 (standard foreign licence route) rather than through AC 61-143 — the outcome is the same certificate but via a different process.
3
Phase 1 — Submit FAA Form 8060-71 (licence verification)
The first administrative step is to submit FAA Aeronautical Center Form 8060-71 (Verification of Authenticity of Foreign License and Medical Certification) to the FAA Airmen Certification Branch. This form authorises the FAA to contact your issuing EASA NAA to verify that your licence is valid, current, and has not been suspended or revoked. The form is available at faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/ and can also be submitted via IACRA (iacra.faa.gov). Allow 45–90 days for the FAA to receive the verification letter from your NAA. Your licence and all associated ratings must be valid at the time of application — expired ratings cannot be converted under any circumstances (AC 61-143, para 10.1.3). You must also hold both a valid EU Part-FCL medical certificate and a valid FAA medical certificate at the time of the conversion application.
4
Phase 1 — Pass the FAA knowledge test (PEP for PPL, IEP for instrument rating)
The BASA/TIP-L conversion requires passing an FAA knowledge test. Two specific tests apply: the Private Pilot Airplane EU Part-FCL Conversion test (code "PEP") for the private pilot certificate, and the Instrument Rating Airplane EU Part-FCL Conversion test (code "IEP") if you wish to include an instrument rating. The tests are taken at an FAA-approved computer-based testing centre. Each requires a minimum pass mark of 70%. Test reports are valid for 24 calendar months from the date of passing. The tests cover FAA-specific rules and regulations, US airspace structure, air traffic services, communications, and emergency procedures. Only these specific tests are authorised for the TIP-L conversion — other FAA written examinations cannot be substituted (AC 61-143, para 10.2.3). Non-US citizens must obtain TSA security clearance through the Alien Flight Student Program (AFSP) at flightschoolcandidates.gov before undertaking any flight training in the US required for the conversion. Allow 2–4 weeks for TSA clearance.
5
Phase 1 — Meet with a DPE or FSDO (in-person required)
The FAA conversion must be completed in person — virtual appointments are not permitted (FAA Foreign Pilot Informational Letter). You must attend an in-person meeting with a Designated Pilot Examiner (DPE) or your local Flight Standards District Office (FSDO). The DPE or FSDO will review your EASA licence, the verification letter from your issuing NAA, your medical certificates, and your knowledge test report. A flight review (§61.56) will be required before you may exercise PIC privileges on the resulting FAA certificate. Your type ratings do not transfer under this process — aircraft type ratings cannot be converted from EASA to FAA under the TIP-L (AC 61-143, para 10.1.2).
6
Phase 1 result: FAA Private Pilot Certificate issued — not an ATP
Regardless of whether you hold an EASA ATPL(A), CPL(A), or PPL(A), the TIP-L conversion produces only an FAA Private Pilot Certificate (airplane, single-engine land and/or multiengine land). This is a firm ceiling of the TIP-L — the AC states explicitly that "the TIP-L only allows conversion to the private pilot license/certificate level regardless of whether or not the applicant holds a higher level of pilot license/certificate" (AC 61-143, Background section). The FAA PPL certificate is not limited or tied to your EASA licence — it is a standalone FAA certificate. You do not need to surrender your EASA licence.
7
Phase 2 — Meet the FAA ATP aeronautical experience requirements (14 CFR §61.159)
To obtain an FAA Airline Transport Pilot certificate, you must independently meet the aeronautical experience requirements of 14 CFR §61.159 (airplane category, multiengine class rating). The minimum requirements are: 1,500 hours total time as a pilot; 500 hours of cross-country flight time; 100 hours of night flight time; 75 hours of instrument flight time (actual or simulated IMC); 50 hours of flight time in the class of airplane for the rating sought (multiengine); and 250 hours of pilot-in-command time. All of your foreign flight time — including time logged on your EASA licence before obtaining any FAA certificate — counts toward these requirements. Note that the FAA defines "instrument flight time" as time operating solely by reference to instruments under actual or simulated IMC (§61.159(a)(4)), which is narrower than the EASA definition of all flight time conducted under IFR. Review your logbook against the FAA definition before calculating your hours. You must be at least 23 years of age for an unrestricted ATP under §61.159.
8
Phase 2 — Complete the ATP Certification Training Program (ATP-CTP)
All applicants for an FAA ATP certificate with an airplane category multiengine class rating must complete an ATP Certification Training Program (ATP-CTP) from an FAA-authorized training provider before sitting the ATP knowledge test (14 CFR §61.156). The ATP-CTP consists of at least 30 hours of ground training and 10 hours of simulator training in a Level C or higher full flight simulator. The ground school covers: aerodynamics of swept-wing jets at high altitude, meteorology, air carrier operations, aircraft systems, and crew resource management. The CTP graduation certificate does not expire. Authorized ATP-CTP providers include major training organizations such as FlightSafety International, CAE SimuFlite, and others listed on the FAA website. Costs vary significantly by provider and location — budget approximately US$5,000–$10,000 for the CTP alone.
9
Phase 2 — Pass the FAA ATP knowledge test
Following ATP-CTP graduation, you must pass the FAA ATP Multiengine knowledge test. The test consists of 125 multiple-choice questions with a 4-hour time limit. The minimum pass mark is 70%. Questions cover Part 91, 121, and 135 regulations, advanced meteorology, performance, limitations, long-range navigation, and crew coordination. The knowledge test report is valid for 60 calendar months from the date of passing (§61.39). Testing is available at FAA-approved computer-based testing centres.
10
Phase 2 — Pass the FAA ATP practical test (checkride)
The final step is the FAA ATP practical test (checkride) with an FAA-authorised examiner, conducted in accordance with the FAA ATP Airman Certification Standards (ACS). The practical test is performed in a multiengine airplane or a Level C or higher full flight simulator. For EASA ATPL holders joining a US airline, this checkride is typically conducted as part of the new-hire type rating training — the airline provides the simulator and the check is done simultaneously as the type rating checkride. The examiner will assess all areas of operation specified in §61.157(e)(1). Upon successful completion, the FAA ATP certificate is issued by the DPE. If you do not meet the ICAO PIC hour requirements (Annex 1), the certificate will carry the limitation "Holder does not meet the pilot in command aeronautical experience requirements of ICAO" (§61.159(h)) — this limitation is removed once ICAO PIC experience is met.

At a glance

Exams required
Phase 1: FAA knowledge test PEP (PPL conversion, 70% pass) and optionally IEP (instrument rating, 70% pass). Phase 2: FAA ATP-CTP graduation certificate required, then FAA ATP Multiengine knowledge test (125 questions, 70% pass, 4 hours), then FAA ATP practical test (checkride) with FAA-authorised examiner.
Estimated cost
Phase 1 (PPL conversion): FAA knowledge test fee approximately US$175; DPE/FSDO meeting (DPE fees vary, typically US$400–$900); FAA medical certificate (US$100–$200). Phase 2 (ATP): ATP-CTP course approximately US$5,000–$10,000; ATP knowledge test approximately US$175; ATP checkride — typically covered by hiring airline if done as part of type rating training, or US$3,000–$8,000+ if done independently. US Agent for Service: approximately US$29–$75/year.
Timeline
Phase 1: 3–5 months (dominated by FAA licence verification, 45–90 days). Phase 2: dependent on meeting hour requirements — if already met, 1–3 months for CTP, knowledge test and checkride. Total if proceeding sequentially and hours are already met: approximately 5–8 months.

Documents required

  • Valid EASA ATPL(A) issued by an EU member state NAA — must be current (not expired, suspended, or revoked)
  • Valid EU Part-FCL medical certificate (must be current at time of application)
  • FAA medical certificate — Class 1 required for ATP privileges (§61.23(a)(1)); Class 3 minimum for PPL phase
  • FAA Form 8060-71 (completed and submitted to FAA Airmen Certification Branch for licence verification)
  • FAA knowledge test reports: PEP (and IEP if instrument rating required) — valid for 24 calendar months
  • US Agent for Service designation confirmation (required for applicants with foreign address — 14 CFR Part 3, Subpart C)
  • Logbook(s) showing all aeronautical experience — reviewed against FAA definitions of instrument time and PIC time
  • Phase 2 only: ATP-CTP graduation certificate from FAA-authorized training provider
  • Phase 2 only: FAA ATP Multiengine knowledge test report — valid for 60 calendar months
  • Passport (valid)
  • Non-US citizens: TSA Alien Flight Student Program (AFSP) clearance if flight training required in the US
Important note
Three points require particular attention for EASA ATPL holders. First: the BASA/TIP-L only converts to private pilot level — this is not a mistake or an oversight; it is the explicit scope of the agreement as stated in AC 61-143. Your EASA ATPL does not produce an FAA ATP via conversion. Second: UK CAA ATPL holders are not eligible for the TIP-L route (Table 2 of AC 61-143 CHG 1) — the UK left the EU and is not party to the BASA Annex 3. UK pilots use §61.75 instead, which produces the same outcome. Third: the EASA definition of IFR instrument time is broader than the FAA definition. EASA counts all time flown under an IFR flight plan; the FAA counts only time operating solely by reference to instruments under actual or simulated IMC. This means some of your EASA-logged instrument hours may not qualify under the FAA definition for §61.159 — recalculate carefully before your ATP application.
Official regulatory source → Official regulation (PDF) →
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UK CAA ATPL(A) → FAA ATP Certificate

UK CAA ATPL(A) to FAA ATP Certificate

Pilots holding a UK Part-FCL ATPL(A) issued by the UK Civil Aviation Authority (UK CAA) wishing to obtain an FAA pilot certificate. The UK CAA ATPL(A) is an ICAO-compliant licence issued under UK Part-FCL — the domestic implementation of EASA Part-FCL adopted into UK law following Brexit. The process follows the same two-phase structure as the EASA ATPL route, with one critical difference: UK CAA holders are explicitly excluded from the EU-US BASA/TIP-L conversion route (Table 2 of FAA AC 61-143 CHG 1, November 2024) and instead apply under the standard ICAO foreign licence route, 14 CFR §61.75. Additionally, the UK CAA has a mandatory pre-verification process that must be initiated before the FAA will process the licence verification — a step that does not apply to most other ICAO states.

Conversion steps

1
Phase 1 — Understand the route: §61.75, not TIP-L
UK CAA ATPL(A) holders cannot use the EU-US BASA/TIP-L conversion route described in FAA Advisory Circular 61-143. The UK left the European Union on 31 December 2020 and is no longer party to the EU-US Bilateral Aviation Safety Agreement Annex 3. This is confirmed explicitly in Table 2 of FAA AC 61-143 CHG 1 (November 2024), which lists the United Kingdom as not eligible. The practical outcome is the same — Phase 1 produces an FAA Private Pilot Certificate — but the legal mechanism is 14 CFR §61.75 (private pilot certificate issued on the basis of a foreign pilot licence), which applies to all ICAO contracting states. The §61.75 route does not require a dedicated knowledge test for the PPL phase (unlike the TIP-L route which requires the PEP/IEP tests), but instrument rating conversion under §61.75(d) does require passing the FAA instrument knowledge test.
2
Phase 1 — Designate a US Agent for Service
Any individual with a foreign address and no US physical address on file with the FAA who applies for or holds an FAA certificate under 14 CFR Part 61 must designate a US Agent for Service of Process (14 CFR Part 3, Subpart C). This requirement was introduced by FAA Final Rule 89 FR 81305 (October 8, 2024), effective January 6, 2025. The agent must have a physical US address — PO Boxes are not accepted. New applicants must designate an agent before applying. The FAA USAS portal is at usas.faa.gov. Commercial agent services are available from approximately US$29–$75 per year.
3
Phase 1 — Initiate UK CAA licence verification first (mandatory pre-step for UK applicants)
Unlike most ICAO states, pilots holding a UK CAA licence must contact the UK Civil Aviation Authority directly before the FAA will process the licence verification request. This is confirmed on the FAA Airmen Certification Branch website: "airmen from Australia, Cyprus, Ireland, Malaysia, New Zealand, or the United Kingdom must contact their respective CAA to complete additional forms that are required prior to providing the requested information to the Airmen Certification Branch." The UK CAA process (SRG1160) works as follows: you submit form SRG1160 (Verification of Licence Issued by the UK CAA) online via the UK CAA portal at applications.caa.co.uk. The fee is £61 for a single licence verification. You then notify the FAA Airmen Certification Branch that your application has been submitted. The FAA contacts the UK CAA directly at pldverifications@caa.co.uk to request verification. The UK CAA processes the request within 10 working days of receiving both your application and the FAA request. The UK CAA sends the verification directly to the FAA — not to you. There is no set validity period on UK CAA verifications (unlike the 6-month validity on most other FAA verification letters). Allow a minimum of 4–6 weeks for this combined UK CAA and FAA processing cycle.
4
Phase 1 — Submit FAA Form 8060-71 via IACRA
In parallel with or following the UK CAA verification initiation, submit FAA Aeronautical Center Form 8060-71 (Verification of Authenticity of Foreign License and Medical Certification) to the FAA Airmen Certification Branch, AFB-720, P.O. Box 25082, Oklahoma City, OK 73125-0082. The form is also available and submittable through IACRA at iacra.faa.gov. Attach a copy of your UK CAA ATPL(A). The FAA will await the UK CAA verification before issuing its own verification letter to your chosen FSDO. Total FAA processing time once the UK CAA verification is received: allow 45–90 days from initial submission. Do not book travel, checkrides, or FSDO appointments until you have received written notification that the FAA verification letter has been forwarded to your designated FSDO. The verification letter is valid for 6 calendar months.
5
Phase 1 — Obtain an FAA medical certificate
You must hold a valid FAA medical certificate before you can apply for an FAA certificate. For the §61.75 PPL phase, a Class 3 FAA medical is the minimum; for ATP privileges, a Class 1 is required (14 CFR §61.23(a)(1)). FAA medicals are issued by Aviation Medical Examiners (AMEs) — there are FAA-designated AMEs in the UK. Your UK CAA medical does not transfer, but it can be useful to bring your UK CAA medical records to the FAA AME examination as background. FAA medical standards broadly follow ICAO Annex 1 but have some differences from UK Part-MED standards — if you have any existing medical conditions or limitations on your UK CAA medical, seek advice from an FAA AME before committing to the conversion process.
6
Phase 1 — Meet with a DPE or FSDO in person
The FAA certificate application must be completed in person — virtual appointments are not permitted (FAA Foreign Pilot Informational Letter). Once you receive notification that the verification letter has been forwarded to your designated FSDO, contact the FSDO to schedule an appointment with an FAA Inspector or authorised certifying official — allow at least two weeks after initial contact due to enhanced security procedures. Alternatively, you may use an FAA Designated Pilot Examiner (DPE). The DPE or FSDO will review your UK CAA ATPL(A), the FAA verification letter, and your medical certificate. A flight review (§61.56) is required before you may exercise PIC privileges on the FAA certificate. Type ratings do not transfer under §61.75.
7
Phase 1 result: FAA Private Pilot Certificate issued
Regardless of the level of your UK CAA licence, the §61.75 process produces an FAA Private Pilot Certificate (airplane, single-engine land and/or multiengine land). This is the regulatory ceiling of the §61.75 foreign licence route — it cannot produce a CPL or ATP directly. The certificate is not tied to or limited by the validity of your UK CAA ATPL(A); it is a standalone FAA certificate. You retain your UK CAA ATPL(A) — you are not required to surrender it.
8
Phase 2 — Meet FAA ATP aeronautical experience requirements (14 CFR §61.159)
To obtain an FAA Airline Transport Pilot certificate, you must independently meet the aeronautical experience requirements of 14 CFR §61.159 (airplane category, multiengine class rating). Minimum requirements: 1,500 hours total time as a pilot; 500 hours cross-country flight time; 100 hours night flight time; 75 hours instrument flight time in actual or simulated IMC; 50 hours flight time in the class of airplane for the rating (multiengine); and 250 hours pilot-in-command time. All of your UK CAA-logged flight time counts toward these requirements. The most important point for UK CAA pilots: the FAA defines instrument flight time as time operating solely by reference to instruments under actual or simulated IMC (§61.159(a)(4)). UK Part-FCL (like EASA) counts all flight time conducted under an IFR flight plan as instrument time. Hours flown under IFR in visual meteorological conditions qualify under UK Part-FCL but may not count under the FAA definition. Recalculate your instrument hours carefully against the FAA definition before applying. You must be at least 23 years of age for an unrestricted ATP.
9
Phase 2 — Complete the ATP Certification Training Program (ATP-CTP)
All applicants for an FAA ATP certificate with an airplane category multiengine class rating must complete an ATP Certification Training Program (ATP-CTP) from an FAA-authorized training provider before sitting the ATP knowledge test (14 CFR §61.156). The ATP-CTP consists of at least 30 hours of ground training and 10 hours of simulator training in a Level C or higher full flight simulator, covering aerodynamics of swept-wing jets at high altitude, meteorology, air carrier operations, aircraft systems, and crew resource management. The CTP graduation certificate does not expire. Authorised providers include FlightSafety International, CAE SimuFlite, and others listed on the FAA website. Budget approximately US$5,000–$10,000 for the CTP.
10
Phase 2 — Pass the FAA ATP knowledge test
Following ATP-CTP graduation, pass the FAA ATP Multiengine knowledge test: 125 multiple-choice questions, 4-hour time limit, 70% minimum pass mark. Topics cover Part 91, 121, and 135 regulations, advanced meteorology, performance, limitations, long-range navigation, and crew coordination. The knowledge test report is valid for 60 calendar months (§61.39).
11
Phase 2 — Pass the FAA ATP practical test (checkride)
The ATP practical test is conducted with an FAA-authorised examiner in a multiengine airplane or a Level C or higher full flight simulator, in accordance with the FAA ATP Airman Certification Standards (ACS). For UK CAA ATPL holders joining a US airline, this checkride is typically conducted as part of new-hire type rating training — the airline provides the simulator and the check is done simultaneously as the type rating checkride. Upon successful completion, the FAA ATP certificate is issued. If you do not meet ICAO PIC hour requirements (Annex 1), the certificate will carry the limitation "Holder does not meet the pilot in command aeronautical experience requirements of ICAO" (§61.159(h)) — removed once ICAO PIC experience is met.

At a glance

Exams required
Phase 1 (§61.75 route): No FAA knowledge test required for the PPL conversion itself. If converting an instrument rating under §61.75(d), the FAA instrument knowledge test is required. Phase 2 (ATP): ATP-CTP graduation certificate required, then FAA ATP Multiengine knowledge test (125 questions, 70% pass, 4 hours), then FAA ATP practical test (checkride).
Estimated cost
Phase 1: UK CAA SRG1160 licence verification fee £61; FAA medical certificate approximately US$100–$200; DPE fee (if used instead of FSDO) approximately US$400–$900. Phase 2: ATP-CTP course approximately US$5,000–$10,000; ATP knowledge test approximately US$175; ATP checkride — typically covered by hiring airline if done as part of type rating, or US$3,000–$8,000+ if done independently. US Agent for Service: approximately US$29–$75/year.
Timeline
Phase 1: 4–6 months. The UK CAA verification adds a mandatory additional step before the FAA will process the licence — allow 4–6 weeks for the combined UK CAA/FAA verification cycle, plus the FAA processing time of 45–90 days after UK CAA verification is received. Phase 2: 1–3 months if hour requirements already met. Total if proceeding sequentially: approximately 6–9 months.

Documents required

  • Valid UK CAA ATPL(A) — UK Part-FCL, must not be suspended or revoked
  • UK CAA SRG1160 verification application (submitted online at applications.caa.co.uk before FAA processing can begin)
  • FAA Form 8060-71 (submitted to FAA Airmen Certification Branch, also via IACRA)
  • FAA medical certificate — Class 3 minimum for PPL phase; Class 1 required for ATP privileges (§61.23(a)(1))
  • US Agent for Service designation (required for applicants with foreign address — 14 CFR Part 3, Subpart C)
  • Logbooks — reviewed against FAA definitions of instrument time (actual/simulated IMC only) and PIC time
  • Phase 2 only: ATP-CTP graduation certificate from FAA-authorised training provider
  • Phase 2 only: FAA ATP Multiengine knowledge test report — valid for 60 calendar months
  • Passport (valid)
  • Non-UK citizens training in the US: TSA Alien Flight Student Program (AFSP) clearance if flight training required
Important note
Three things distinguish the UK CAA route from the EASA route. First, the legal mechanism is §61.75, not TIP-L — this means no dedicated FAA knowledge test is required for the PPL phase itself (unlike the TIP-L route which requires the PEP/IEP tests), though there is also no bilateral simplification. Second, UK CAA pilots must initiate the UK CAA SRG1160 verification before the FAA will process the 8060-71 — the FAA explicitly lists the UK as a country requiring this additional pre-step. Failing to do this in the right order is the most common cause of significant delays. Third, the instrument time definition issue is the same as for EASA pilots: UK Part-FCL counts all IFR flight plan time; the FAA counts only time operating solely by reference to instruments in actual or simulated IMC. Recalculate your instrument hours before your ATP application. Contact the UK CAA FCL team at fclweb@caa.co.uk for verification questions; for FAA questions contact the Airmen Certification Branch at +1 (405) 954-3261.
Official regulatory source → Official regulation (PDF) →
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EASA ATPL(A) → UK CAA ATPL(A)

EASA ATPL(A) to UK CAA ATPL(A)

Pilots holding an EASA ATPL(A) issued by any EU member state NAA (e.g., CAA-NL Netherlands, IAA Ireland, LBA Germany, DGAC France, etc.) who wish to operate under UK authority — including pilots joining UK-based airlines such as British Airways, easyJet (UK), Jet2, TUI Airways, or Virgin Atlantic, or those relocating to the UK.

Conversion steps

1
Check your conversion route — post-January 2023
The UK CAA's simplified EASA conversion process (SRG2158) was discontinued on 31 December 2022. From 1 January 2023, EASA ATPL(A) holders are treated as third-country licence holders for the purpose of UK Part-FCL conversion. If you transferred your EASA licence to UK authority before that date, you already hold a UK CAA licence. All post-2022 applicants must follow the third-country ATPL conversion route set out on the UK CAA website.
2
UK ATPL theory knowledge examinations
EASA ATPL(A) holders converting post-January 2023 are entitled to full credits as regards the requirements to undergo a training course prior to taking the UK theoretical knowledge examinations, provided their EASA ATPL contains a valid type rating for the aircraft to be used for the skill test and they have met the ATPL experience requirements under UK Part-FCL. All UK CAA theoretical knowledge examinations must still be passed. 14 subjects, closely aligned with EASA Part-FCL syllabus but administered independently by the UK CAA.
3
UK CAA Class 1 medical
A valid UK Part-MED Class 1 medical certificate must be held before a UK Part-FCL licence can be issued. You must attend a UK CAA-approved Aero Medical Centre (AMC) or Aero Medical Examiner (AME). An EASA Class 1 certificate does not transfer.
4
English Language Proficiency
If your EASA ATPL has a current ICAO ELP endorsement at Level 4 or above, the UK CAA credits this — you do not need a separate ELP assessment. If Level 4 or 5 has expired on your EASA licence, you will need to attend a UK CAA approved language school for assessment.
5
Skill test on type
An ATPL skill test must be passed in accordance with UK Part-FCL, conducted by a UK CAA-certificated examiner in a UK CAA-approved simulator. For pilots joining UK airlines, this is typically arranged as part of the joining type rating process.
6
UK CAA application — form SRG1183
Submit application form SRG1183 (issue of a UK Part-FCL licence based on a third-country ATPL) to the UK CAA Flight Crew Licensing team, together with: certified copy of your EASA ATPL, EU NAA licence verification letter, UK CAA medical certificate, ELP endorsement, and theory exam results. For queries, contact fclweb@caa.co.uk. UK CAA processing time: currently stated as 10 working days at target service level, though this varies.

At a glance

Exams required
All UK CAA ATPL theory subjects — full exam credit from training waived for EASA ATPL holders on type, but all examinations must still be passed
Estimated cost
UK CAA application fee per scheme of charges (SRG1183) + theory exam fees + UK CAA Class 1 medical (approximately £600–£1,500)
Timeline
4–12 weeks for standard conversion; longer if theory exams required or processing backlogs

Documents required

  • Current EASA ATPL(A) from EU NAA (certified copy)
  • EU NAA licence verification letter (from your issuing authority)
  • All UK CAA ATPL theoretical knowledge exam results
  • Valid UK Part-MED Class 1 medical certificate
  • ICAO ELP endorsement (current, Level 4+)
  • Skill test report from UK CAA-certificated examiner
  • SRG1183 application form with applicable fee
Important note
UK-issued EASA licences transferred automatically to UK CAA ATPL(A) on 1 January 2021. EU-issued EASA licences did not — holders must convert via the third-country route. Pilots can hold a UK Part-FCL and an EASA Part-FCL simultaneously — this dual-licence approach is used by many pilots operating across UK and EU airspace. For conversion queries, contact fclweb@caa.co.uk.
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