EASA to FAA question
Thread Starter
EASA to FAA question
I got an email yesterday from the German pilot I renewed my EASA license and did aerobatic training with. He's asked me something I know only a bit about, but I know there are experts here.
Situation: A German ATP who flies Lear 50s for a living has an expired EASA-MEP rating; he needs an FAA AMEL land rating to do a type rating course in the US. He has a private pilot certificate issued under 61.75 20 years ago. He has a regular FAA private pilot certificate too.
In my opinion, if the EASA MEP is "valid" for FAA purposes, then he could use the 61.75 process to add the rating to the private ticket and be done. (Yes, a flight review would be required if he actually wanted to rent. He just needs the ME rating to do the type rating.)
From an EASA/CAA/LBA/FAA perspective, is the MEP rating "valid" in this case? It's clearly not current.
MEP training is expensive in Germany. If the MEP rating is not "valid" for the FAA in this case, my suggestion is a few hours of dual in a twin and a checkride to add the AMEL rating to the existing "real" private certificate.
Thoughts or advice?
Terry
PS He knows that he can get an FAA ATP out of this type rating course. He just needs to have ME on a piece of paper first.
Situation: A German ATP who flies Lear 50s for a living has an expired EASA-MEP rating; he needs an FAA AMEL land rating to do a type rating course in the US. He has a private pilot certificate issued under 61.75 20 years ago. He has a regular FAA private pilot certificate too.
In my opinion, if the EASA MEP is "valid" for FAA purposes, then he could use the 61.75 process to add the rating to the private ticket and be done. (Yes, a flight review would be required if he actually wanted to rent. He just needs the ME rating to do the type rating.)
From an EASA/CAA/LBA/FAA perspective, is the MEP rating "valid" in this case? It's clearly not current.
MEP training is expensive in Germany. If the MEP rating is not "valid" for the FAA in this case, my suggestion is a few hours of dual in a twin and a checkride to add the AMEL rating to the existing "real" private certificate.
Thoughts or advice?
Terry
PS He knows that he can get an FAA ATP out of this type rating course. He just needs to have ME on a piece of paper first.
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If the EASA licence itself is valid, ie renewed, not suspended etc, currency should not an issue. If the 61.75 was issued 20 yrs ago it will likely be a paper one and or based on an EASA licence that the number may have changed on, and so will probably need to be reissued. Applying for the letter of verification from german caa to start the 61.75 will be the easy way to determine the answer. If he gets a letter showing the licence and rating as verified, then doing the rest of the paperwork for the 61.75 is required at a FSDO when he gets to USA ( and will need a prebooked appointment) . Also - Easa medical validity wont matter as he can use faa med for the 61.75 if necessary. The only other route to this I can see is as you suggest, to get the MEP in the USA. This will need the foreign student TSA security clearance in a different category to the type rating. The hours will be usable but there won't be much real credit as the instructor will still fly what ever they want to do to sign the candidate off for the check ride.
I’m thinking your friend needs to do his FAA ATP concurrent with his type rating.
He meets the prerequisites which is an ICAO ATP.
It circumnavigates the entire expired MEL issue.
I’m on my phone in a foreign land with lots of blocked websites but to the best of my recollection he can do the written without the required training course as he holds a Foreign ATP already.
Let him get in touch with the US based Training provider.
He meets the prerequisites which is an ICAO ATP.
It circumnavigates the entire expired MEL issue.
I’m on my phone in a foreign land with lots of blocked websites but to the best of my recollection he can do the written without the required training course as he holds a Foreign ATP already.
Let him get in touch with the US based Training provider.
I wonder if the problem is the certificate level he's asking for?
You can go straight to an ATP if you hold a CPL/IR, FAA or Foreign, and a type rating course can count as an ATP check. The problem is that as well as the ATP requirements you also need an ATP/CTP - kind of like an MCC - and there are no exemptions for experience.
If you just want to get the type rating at commercial level, then there are extra visual maneuvers required - chandelles, lazy 8s etc, and I don't think you can do those concurrently with the type ride, hence you'd have to take the commercial ride in a light twin.
I'd say going straight for the ATP is the easier option if possible as it's only one test.
You can go straight to an ATP if you hold a CPL/IR, FAA or Foreign, and a type rating course can count as an ATP check. The problem is that as well as the ATP requirements you also need an ATP/CTP - kind of like an MCC - and there are no exemptions for experience.
If you just want to get the type rating at commercial level, then there are extra visual maneuvers required - chandelles, lazy 8s etc, and I don't think you can do those concurrently with the type ride, hence you'd have to take the commercial ride in a light twin.
I'd say going straight for the ATP is the easier option if possible as it's only one test.
Thread Starter
Thanks for the input; I have a bit more information.
1) The EASA MEP Rating has expired. (For American pilots unfamiliar with European flying, unlike the US where a single flight review covers "everything," in Europe "everything" has to be renewed individually or it expires individually. The license remains valid, but the authority to fly something specific like "single engine piston" or "multi-engine piston" can go away despite over things being current. The various ratings like SEP or MEP can be renewed or extended by currency or with an examiner.)
Apparently, having an FAA ME rating will allow my friend to renew his EASA MEP rating with just a check ride w/o dual.
2) He's aware that he can use his existing European ATP towards an FAA ATP. Not sure what his plans are for that.
Thanks again. I'm always impressed by the extant of knowledge here
Terry
1) The EASA MEP Rating has expired. (For American pilots unfamiliar with European flying, unlike the US where a single flight review covers "everything," in Europe "everything" has to be renewed individually or it expires individually. The license remains valid, but the authority to fly something specific like "single engine piston" or "multi-engine piston" can go away despite over things being current. The various ratings like SEP or MEP can be renewed or extended by currency or with an examiner.)
Apparently, having an FAA ME rating will allow my friend to renew his EASA MEP rating with just a check ride w/o dual.
2) He's aware that he can use his existing European ATP towards an FAA ATP. Not sure what his plans are for that.
Thanks again. I'm always impressed by the extant of knowledge here
Terry
Apparently, having an FAA ME rating will allow my friend to renew his EASA MEP rating with just a check ride w/o dual.
The renewal in this specific case (other ICAO MEP rating held) is treated as a revalidation so that those ATOs (e.g. FIT Aviation, Florida) which deem the AMCs binding should no longer do so.
