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Old 13th Sep 2011, 07:37   #101 (permalink)
 
Join Date: May 2000
Location: Sussex
Posts: 79
Thanks guys or girls, perfect

A couple more questions if you don't mind?

1: Do I need to complete the ground exam before the type rating course or is it ok to complete it before sending in the paperwork? I haven't been able to book a slot in the UK until after the course!

2: Same question regarding the medical.

3: The Application form has a section for applying for the issue of a licence based on a foreign licence - can I do this?

4: I am doing an initial on the G550 so that would go on the freshly printed FAA licence but would they also take my other current types? If not, how do I go about having the BD700 added?

Thanks so much.

Last edited by 185 Lbs of Ballast!!; 13th Sep 2011 at 07:54.
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Old 13th Sep 2011, 19:45   #102 (permalink)
 
Join Date: Nov 2007
Location: Texas
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1. Yes, you must have the written test results before the checkride.

2. You have to have the medical for the checkride.

3. You can only get a PVT cert based on a foreign licence except for Canada.

4. You take a checkride in the Global Express.
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Old 31st Oct 2011, 09:18   #103 (permalink)
 
Join Date: Jul 2011
Location: Australia
Posts: 37
Does anyone know of CASA (Australia) even in talks with FAA for a BASA?
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Old 6th Nov 2011, 10:04   #104 (permalink)
 
Join Date: Jun 2008
Location: Somewhere Over the Rainbow
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Jaa Atpl to Faa Atpl

I know, probably this is already explained before but i went though previous posts and didn't find a short explanation.
I want to be able to fly in the USA so I need FAA ATPL.
I hold a JAA ATPL A-320 endorsement (1.000 hrs) with a total 10.000 hrs with an ICAO English level 5, so I guess I meet the requirements.
I live in Europe and would try to do any checks here but wouldn't mind to travel to USA to do this.
So here are my questions (if you guys are not tired of answering)
1-I need to study, where do I get the material? Books? Computer based?
2-Once I feel prepared (maybe a month?), where can I take the tests?
3-Is there an oral test besides the written/computer test?
4-After I get my pass score, can I take the flight test on an a-320 sim ride? Where?
5-Is that all? Do I get an unrestricted FAA ATPL?
6-When and where do I have to take my medical? I guess the JAA one is not valid...
Thx, I am really looking forward to complete this step in my life.
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Old 6th Nov 2011, 19:48   #105 (permalink)
 
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Yes, the holder of a JAA ATPL is eligible to be issued a FAA ATP certificate. The actual hour breakdown can be found in FAR Part 61.159 but at 10,000 hours you should have all the squares filled.

You can study for the "knowledge test" by book or online, there are even apps to study on your iphone.

The FAA web site lists testing centers. It looks like the only sites in Europe are at Farnborough and Le Bourget.

There is an oral exam as part of the "practical test" (checkride.) Normally for a type ride it covers airplane systems but anything is fair game. If you do good on the knowledge test most examiners just focus on the airplane but if you have a low score on the written an examiner can poke and probe. Old FAA guidance said an oral should take about 2 hours, I've heard of them going anywhere from 45 minutes to 4 hours.

You need to do the sim ride in a sim that has been approved by the FAA with a FAA Inspector/Examiner watching. The FAA web site lists all their approved sims. Any sim center should be able to tell you if they can do FAA checkrides.

Yes.

Again, the FAA web site allows you to search for an AME. You will need a First Class medical certificate, not all examiners can perform a First Class exam.
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Old 7th Nov 2011, 14:23   #106 (permalink)
 
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Location: Somewhere Over the Rainbow
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Thx very much Markerinbound for your explanations.
I am going to have some time of studying, I don't think I can last a 40 minute round oral, much less 2 hrs. Why am I getting into this mess? Oh yes, women!!!
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Old 11th Nov 2011, 14:26   #107 (permalink)
 
Join Date: Feb 2007
Location: Expatsylvania
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Hello all, a quick question for the FAR gurus:

A friend of mine already has an FAA ATPL, as well as another ATPL from an ICAO state. His ICAO license has a rating which his FAA license does not. Namely, the B707. He has significant PIC time on type. Not sure if he has his old training records around.

Since he is already in possession of an FAA ATPL, exactly what steps would he need to take to have the B707 rating on his FAA license?

(Quick addendum: The remaining B707 sims in the US are Level A, and thus not sufficient to demonstrate takeoffs and landings. A quick set of T&Gs used to be the norm after the sim was done.)
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Old 11th Nov 2011, 20:33   #108 (permalink)
 
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Did he get the FAA certificate "based on" the other license (a 61.75 cert) or is it "stand alone?" If it's a 61.75 cert he can have the 707 added on at the private level. Then if he gets a stand alone certificate the type can be moved over.

However if he already holds a stand alone certificate he can't back track to a 61.75. The only way to add the type would be to complete a ground school and checkride.

Is Travolta hiring?
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Old 24th Nov 2011, 11:38   #109 (permalink)
 
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Location: Texas
Posts: 1,156
That's odd, this posted before GP's questions.


1. Under FAA regs you need a COMM certificate to fly for pay or compensation, so yes, it will make a difference. However, the FAA will allow you to a N registered aircraft in a foreign country with a license from that country. I don't know how that works in JAA land, if one license would be good in all the JAA countries. And the local CAA may have different rules.

2. The FAA will grant you a PVT certificate based on a foreign PVT, COMM, or ATP. Won't do you any good if you are going to fly for hire. Google "FSIMS" then click on "airman certification" and towards the bottom of the page should be a link for issuing a certificate based on a foreign license. Keep in mind you also have to be approved by by our TSA.

3. No test, no exam unless you want instrument privileges.

4. Check the FSIMS link, your CAA will have to provide paperwork to the FAA that your license is valid.

5. I don't believe so because you're not doing any training. You will have to complete a "flight review" with an instructor to meet regulations but that isn't training.

6. No FAA medical required because it will based on your JAA medical.

7. No school required because it is a paperwork exercise.

8. What ever it takes to keep your JAA license current. A FAA "based on" certificate is only good while the base license is also valid. You will have to complete a flight review every two years to exercise privileges under your FAA certificate.


6. No FAA medical because it is based on your JAA medical.
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Old 24th Nov 2011, 14:16   #110 (permalink)


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Join Date: Sep 2011
Location: Malta
Posts: 3
FAA Standalone

I have now more confirmed details...I will be flying an N registered TBM 700 in Instrument Conditions crossing different international borders in Europe for remunaration therefore I need an FAA ATP or FAA Comm with IR endorsed.

1. TBM does not need a type-rating to fly on FAA license but do I need anything else written on my license to fly it? I will be doing an initial factory course for insurance purposes. Do I need to advise the FAA that I did the course to add anything on my license?

2. What is the difference between FAA ATP and FAA COMM?

3. If I understood correctly FAA does not issue a COMM license on a foreign based one so I need to do a stand alone one. What is the process for achieving this? What theory, oral, flight tests are required and what flight training or experience you need to qualify for the tests? Do I need to do a flight test on a TBM or any particular class of aircraft?

4. Do I need a student visa to do this in the US? (I currently hold a tourist visa)

6.) Do I need to do an FAA medical?

7.) Can anybody recommend some schools for organizing these written and flying tests?

8.) What will I need to do in the future to keep both my JAA and FAA licenses valid and current?

I have the below flying experience:

TOTAL FLIGHT TIME: 819.3 HRS (All Piston)

PILOT IN COMMAND TIME: 659.5 (OF WHICH 539.2 HRS ARE INSTRUCTION) (All Piston)

MULTI-ENGINE PISTON TIME: 37.9 HRS

SINGLE ENGINE PISTON TIME: 781.4 HRS
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Old 24th Nov 2011, 15:37   #111 (permalink)


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Join Date: Sep 2011
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JAA to FAA

I am a JAA Frozen ATPL Pilot (CPL/ME/IR all valid and current including JAA Madical) and would like to start flying my friendís TBM 700 November Registered Aircraft in Europe and in IMC. I do not have any Type-Rating for this aircraft but all I need is a factory course for insurance purposes if I fly on an FAA license.

1.) I am not sure whether I will be flying this commercially or private yet but I don't think it makes a difference does it?

2.) Anyway, to legally do this, I have read that the FAA will issue a license on the basis of another foreign license as long as that license is valid (ie: current and with medical). What exactly is the process for conversion of the license?

3.) Is there any theoretical exam, skilltest, oral test?

4.) What paperwork do I need to sort out?

5.) Do I need a student visa to do this in the US? (I currently hold a tourist visa)

6.) Do I need to do an FAA medical?

7.) Can anybody recommend some schools for doing so? I have found a lot of schools offering FAA to JAA but not the otherway round.

8.) What will I need to do in the future to keep both my JAA and FAA licenses valid and current?

I have the below flying experience:

TOTAL FLIGHT TIME: 819.3 HRS (All Piston)

PILOT IN COMMAND TIME: 659.5 (OF WHICH 539.2 HRS ARE INSTRUCTION) (All Piston)

MULTI-ENGINE PISTON TIME: 37.9 HRS

SINGLE ENGINE PISTON TIME: 781.4 HRS

Thanks in Advance for the very patient person who will answer my questions.
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Old 25th Nov 2011, 11:01   #112 (permalink)


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FAA COMM Stand-alone license

I have now more confirmed details...I will be flying an N registered TBM 700 in Instrument Conditions crossing different international borders in Europe for remunaration therefore I need an FAA ATP or FAA Comm with IR endorsed.

1. TBM does not need a type-rating to fly on FAA license but do I need anything else written on my license to fly it? I will be doing an initial factory course for insurance purposes. Do I need to advise the FAA that I did the course to add anything on my license?

2. What is the difference between FAA ATP and FAA COMM?

3. If I understood correctly FAA does not issue a COMM license on a foreign based one so I need to do a stand alone one. What is the process for achieving this? What theory, oral, flight tests are required and what flight training or experience you need to qualify for the tests? Do I need to do a flight test on a TBM or any particular class of aircraft?

4. Do I need a student visa to do this in the US? (I currently hold a tourist visa)

6.) Do I need to do an FAA medical?

7.) Can anybody recommend some schools for organizing these written and flying tests?

8.) What will I need to do in the future to keep both my JAA and FAA licenses valid and current?

I have the below flying experience:

TOTAL FLIGHT TIME: 819.3 HRS (All Piston)

PILOT IN COMMAND TIME: 659.5 (OF WHICH 539.2 HRS ARE INSTRUCTION) (All Piston)

MULTI-ENGINE PISTON TIME: 37.9 HRS

SINGLE ENGINE PISTON TIME: 781.4 HRS
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Old 25th Nov 2011, 11:36   #113 (permalink)
 
Join Date: Nov 2007
Location: Texas
Posts: 1,156
1. Short answer "no." The FAA single engine land rating is good for any single engine land airplane up to 12,500 pounds except for a few warbirds that require a type rating or letter.

2. About 1300 hours. Since you don't have 1500 hours total time the ATP is out of the picture for you.

3. There is a "knowledge" (written) test and an oral and flight test. SoCal has posted a link above to part 61 of the FARs. Look through that for the breakdown of time and training required for the the COMM. The only flight test requirement is that part of the check ride must be done in a "complex" airplane but you could do part of the check ride in a J-3 and part in a CE-182RG. No TBM required.

4. I believe so, look back through this thread. You will also need clearance for training from our TSA.

6. Yes, a second class.

7. Again, there are all sorts of threads here about flight schools training foreign students. What's best for one person may not work for another. You're going to have to do some research.

8. I have no idea what it takes to keep a JAA license current, I'd think they'd teach you that as part of the JAA training (sorry, I've been up all night.) As to the FAA cert, you will have to have logged 3 takeoffs and landings in the last 90 days, you will have to have completed a flight review in the last 24 months (or something that stands in for it) and you will have to have logged various instrument flights and approaches in the last 6 months or have an IPC.

All of this is in FAR 61, you may as well start reading it. Probably 20% of the written and a good chunk of the oral will be out of Part 61.
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Old 20th Dec 2011, 12:28   #114 (permalink)
 
Join Date: May 2006
Location: UK
Posts: 205
Guys & Girls i need advise please:

I have a JAA CPL ME/IR (expired) also my JAA medical has expired (unable to get medical back, due to bad eyes)

Current Indonesian DGCA CPL/IR with Current Medical

Plus Current FAA Medical

2000hrs TT

Im looking to go to the states and do a A320 rating (job lined up) and at the same time get an FAA ATP with my hours and experience...

Does my UK licence need to be current? and medical?? If so i have a problem, as i stated above i have lost my UK medical.....

What are my options????

Please could someone advise as this whole process is a little confusing.

Thanking you all in advance

Last edited by Phenom100; 21st Dec 2011 at 06:00.
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Old 20th Dec 2011, 19:40   #115 (permalink)
 
Join Date: Nov 2007
Location: Texas
Posts: 1,156
As long as Indonesia is an ICAO state, you will be able to take the check ride for the FAA ATP as long as you meet the requirements in Part 61. I can only think of a couple places that do A320 ratings and either one of them should be able to explain the process to you.
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Old 13th Jan 2012, 12:33   #116 (permalink)


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Join Date: Dec 2008
Location: Viena
Posts: 1
JAA ATPL to FAA ATPL

Hello Gents,

Even this question was asked so many times I couldn't find a detailed answer for my situation. So pls allow me to ask once more...

I m holding JAA ATPL, B777 rating, TRI, SEP (and addionally TRE B777) and like to achieve a standalone FAA ATPL with as much rights as possible.

What exactly do I have to do?

As far as I understand, a written FAA test has to be performed. If this is correct,
1. Can I do the ATPL test right away or do I have to start with PPL theory test, CPL tet,... ending up in the ATPL test?
2. Do I have to study all chapters or is just air law relevant?

Thereafter, I suppose I m having to do a check ride. If I do a check ride on the 777 sim with an FAA examiner, is this enough to get also my SEP in the ATPL?

Medical needs to be done of course.

Is my instructor also transferred then or is this a separate issue?

Did something change after the mentioned FAR change in Autumn last year in this blog?

Your help is highly appreciated, I also would love to get the links to the official FAA docs where I can find your kind answers.

Many thanks for help...

Michael
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Old 22nd Jan 2012, 04:03   #117 (permalink)
 
Join Date: Dec 1998
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Posts: 3,921
Michael...

Make sure you meet all the min. experience requirements for the ATP. They're in the FARs which are available online via the FAA's website.

TSA insecurity crap has to be done before training for the first issue of an FAA licence so you'll need to jump through those hoops.

An FAA medical will be required. Class 1 for airline stuff, class 2 for other commercial work, class 3 for private. Not much difference between them so I'd recommend the Class 1. Only takes a half hour. List of Drs' on the FAA's website.

You only need do the FAA ATP theory exam, not the others. All multiple choice, done on a computer & marked instantly once finished. Very easy. Takes a few days to study. Jepp., ASA & others do exam prep books that will get you though it. Also questions available on line at Pilot Practice Page. You'll need to study all sections, not just air law. Note any weak areas on the result slip - your flight test examiner will ask you those areas. Also make sure you keep the result slip for the flight test!

You can do a combined type rating & ATP checkride. Talk to Flight Safety or one of the other sim. schools. Also buy or download from the FAA the Practical Test Standard for the ATP. It gives all the details of what the flight test requires.

There isn't a SEP category..FAA licences are segregated by level (PPL, CPL, ATP), category (fixed wing, rotary wing etc) & class (Single engine land, single engine sea, multi engine land, multi engine sea for fixed wing). A test in one category & class combination doesn't cover another cat./class, so no, you won't get a single engine land or sea from a test done in a multi. Engine type isn't relevent under 12,500lb/5,700 kg except that jets - not turbo-props - require type ratings. Do a test in a 4 seat piston multi & you're legal to fly a Kingair. Not necessarily insured, but legal as long as you're familiar with normal & emergency procedures. To add a single engine licence will be another flight test (an 'add on certificate'). Not as much is required. Bear in mind that each flight test is done at whatever licence level you choose so for max. privileges across categories & classes do everything as an ATP checkride. It's also a little easier, I think, due to the ATP being not much more than an IR flight test and doesn't have the ground reference & handling manoeuvres of the PPL & CPL tests. Also you don't have to have training or an instructor sign-off to do the test at ATP level due you holding an ICAO professional licence. Not recommended, but it's possible.

Also, FAA checkrides involve a ground questioning component with application level scenario questions about using the prospective licence. Fail this & you won't get airborne. Count on a couple of hours or more of questioning although can be more or less depending on how the examiner feels you know your stuff.

Instructor ratings aren't carried over. As rule, nothing is carried over from foreign licences except hours. Nearest equivalent to your TRI without working within a US air carrier's training organisation would be a Multi engine instructor + Instrument Instructor. You'll need to do whatever training an instructor considers necessary, a few of theory exams & a couple of flight tests after an instructor recommendation. One flight test for the MEI, one for the CFII. Any order you like - they're each stand alone ratings. The CFII can be done in a SEP, MEI in a MEP. May as well do the CFI & get single eng. instructor privileges too. No extra theory exam, just the flight test.

If you do the instructor stuff then do the Advanced Ground Instructor theory exam too. It's about the same as one of the instructor exams and will give you an AGI for free. Not even a test with an examiner. You could do the same for the Instrument Ground Instructor too, if you like but the AGI is a good one to get. It lets you teach the theory ('ground school' in US jargon) for *any* FAA certificate except Instrument rating. Also lets you eventually become recognised as a higher level of instructor. Like I wrote, you could also do the Instrument Ground Instructor exam, but not necessarily beneficial if you have the CFII. No harm either for the sake of a single theory exam that's much the same as the CFII theory exam!

A benefit of the FAA instructor ratings is that in many cases a medical isn't required to instruct (provided the student is already PIC licenced for the aircraft eg teaching instrument rating stuff to a PPL). A good insurance policy if you ever lost your medical.

Phenom,

As long has you hold an ICAO licence you should be fine and what I wrote above would apply to you. A foreign medical is irrelevent - it's the US one that counts.

Last edited by Tinstaafl; 25th Feb 2012 at 03:43.
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Old 2nd Mar 2012, 19:50   #118 (permalink)
 
Join Date: May 2006
Location: NL
Posts: 13
Lot's of info here.

question i did not find an answer to yet,

I got an old FAA CPL Helicopter with private priviliges SE-land printed on it.
Issued in 1986. Based on my then valid dutch CPL/PPL. (the licence on which is it is based is not there anymore, the system changed overhere)

I also got JAA/ATPL by now, and some other stuff (TRI/TRE/737/16K+ hrs)

I want to validate the FAA licence again, did not fly SE for at least 20 years.
Do i have to do the TSA-shit first to train/exam on SE-land ?
Since i already hold an FAA licence (there is no end date printed on it, but obviously i,am not current on SE anymore.
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Old 3rd Mar 2012, 00:44   #119 (permalink)
 
Join Date: Nov 2007
Location: Texas
Posts: 1,156
You can not use the the paper certificate but you still have a FAA certificate. I found this note on the FAA web site about exchanging the the paper for the plastic -

NOTE*If your airman certificate or special purpose pilot authorization was or will be issued on the basis of on a foreign license you must first apply for a verification of the authenticity of your foreign license.**You may visit our website for more information and to obtain the verification form.**Your foreign license must first be verified with the CAA prior to making application with the IFO or FSDO to replace your paper pilot certificate or to apply for an airman certificate or rating.**


Did your Dutch CAA license evolve into the JAA? (I don't know know how that happened over there.) If the Dutch CAA can say Mr. Punk has this JAA license which was this Dutch license that you (the FAA) based his license on, I would think it would just be a paper shuffling exercise. You are not adding to your certificate or flying a plane at this point. All you legally need to be current would be a flight review which isn't training or a check ride so I don't know how the TSA looks at that for a foreign national.
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Old 3rd Mar 2012, 08:14   #120 (permalink)
 
Join Date: May 2006
Location: NL
Posts: 13
Thanks

I had a look at the FAA site. The problem is that the original licences where the FAA licence is based on Are no longer available. I will check if the Dutch CAA still has them in their system. My ATPL and medical are valid.
I will check for the conversion but seems that takes time (months). Since i only want to do some training not needing a licence or check at the moment, i might just go to Canada for now. No need there to get TSA approval. And also the temp conversion of my JAA ATPL seems to be easy
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