EASA to ICAO conversion

[lalbak]

Hi guys,

I might take up a job which requires me to have an ICAO license while at the moment I have an EASA frozen ATPL.
I have a couple of questions regarding this conversion:

- Can I have both licenses side by side as I am not too keen about giving up my EASA for ICAO (converting back requires theoretical exams, etc., if I understand correctly)

- What are the requirements to convert EASA to ICAO

- I have a type rating on my EASA license, if I in the future no longer do an LPC for this type, the rating will eventually expire of course, but what happens to the EASA license if no checks are being done (any class ratings have already expired a long time ago, IR is valid with the type rating)

Thanks for the comments/advice!

[SeventhHeaven]

Your EASA license is an ICAO license. Most major licenses (EASA, FAA, CASA for example) are all ICAO approved. They want you to have an ICAO approved license so it's easy to convert it to their local license.

Plenty of people have several licenses, side by side, myself included. They are completely separate.

After 3 years (I THINK) your rating will fully expire and be removed from your EASA license. If you're using the type rating under another, new license you can transfer the qualification quickly, but I'm not sure what checks or training are required. If anything, it's way cheaper and quicker than doing a TR again.


EDIT --

SUBPART G — INSTRUMENT RATING — IR

AMC1 FCL.625(c) IR — Validity, revalidation and renewal

RENEWAL OF INSTRUMENT RATING: REFRESHER TRAINING

(a) Paragraph (b)(1) of FCL.740 determines that if the instrument rating has lapsed, the applicant shall go through refresher training at an ATO, to reach the level of proficiency needed to pass the instrument element of the skill test prescribed in Appendix 9 to Part-FCL. The amount of refresher training needed should be determined on a case-by-case basis by the ATO, taking into account the following factors:
(1) the experience of the applicant. To determine this, the ATO should evaluate the pilot’s log book, and, if necessary, conduct a test in an FSTD.
(2) the amount of time lapsed since the expiry of the validity period of the rating. The amount of training needed to reach the desired level of proficiency should increase with the time lapsed. In some cases, after evaluating the pilot, and when the time lapsed is very limited (less than 3 months), the ATO may even determine that no further refresher training is necessary. The following may be taken as guidance when determining the needs of the applicant:
(i) expiry for a period shorter than 3 months: no supplementary requirements;
(ii) expiry for longer than 3 months but shorter than 1 year: a minimum of one training session;
(iii) expiry for longer than 1 year but shorter than 7 years: a minimum of three training sessions;
(iv) expiry for longer than 7 years: the applicant should undergo the full training course for the issue of the IR.
(b) Once the ATO has determined the needs of the applicant, it should develop an individual training programme, which should be based on the initial training for the issue of instrument ratings and focus on the aspects where the applicant has shown the greatest needs.

(c) After successful completion of the training, the ATO should give a certificate to the applicant, to be submitted to the competent authority when applying for the renewal.
Quote:
SUBPART H — CLASS AND TYPE RATINGS

AMC1 FCL.740(b)(1) Validity and renewal of class and type ratings

RENEWAL OF CLASS AND TYPE RATINGS: REFRESHER TRAINING

(a) Paragraph (b)(1) of FCL.740 determines that if a class or type rating has lapsed, the applicant shall take refresher training at an ATO. The objective of the training is to reach the level of proficiency necessary to safely operate the relevant type or class of aircraft. The amount of refresher training needed should be determined on a case-by-case basis by the ATO, taking into account the following factors:
(1) the experience of the applicant. To determine this, the ATO should evaluate the pilot’s log book, and, if necessary, conduct a test in an FSTD;

(2) the complexity of the aircraft;

(3) the amount of time lapsed since the expiry of the validity period of the rating. The amount of training needed to reach the desired level of proficiency should increase with the time lapsed. In some cases, after evaluating the pilot, and when the time lapsed is very limited (less than 3 months), the ATO may even determine that no further refresher training is necessary. When determining the needs of the pilot, the following items can be taken into consideration:
(i) expiry shorter than 3 months: no supplementary requirements;
(ii) expiry longer than 3 months but shorter than 1 year: a minimum of two training sessions;
(iii) expiry longer than 1 year but shorter than 3 years: a minimum of three training sessions in which the most important malfunctions in the available systems are covered;
(iv) expiry longer than 3 years: the applicant should again undergo the training required for the initial issue of the rating or, in case of helicopter, the training required for the ‘additional type issue’, according to other valid ratings held.
(b) Once the ATO has determined the needs of the applicant, it should develop an individual training programme that should be based on the initial training for the issue of the rating and focus on the aspects where the applicant has shown the greatest needs.

(c) After successful completion of the training, the ATO should give a certificate, or other documental evidence that the training has been successfully achieved to the applicant, to be submitted to the competent authority when applying for the renewal. The certificate or documental evidence needs to contain a description of the training programme.

[Mustapha Cuppa]

but what happens to the EASA license if no checks are being done (any class ratings have already expired a long time ago, IR is valid with the type rating)

Being the holder of an licence issued in accordance with Part-FCL, you will, of course, be aware that such licences are non-expiring.

[lalbak]

Thank you for the extensive information, seventhheaven. It should be no problem to have both licenses side by side then (the goal is indeed to obtain a local license in accordance with ICAO standard).

I am aware that the EASA license itself will not expire but any ratings, be it type rating or instrument rating, will eventually expire.

Does anyone have any experience with renewing a type rating and having it applied to another license at the same time? I assume this would be dependent on the examiner. If he were to be, for example, EASA and FAA approved wouldn't a skill test for both authorities be possible within one session?

[rudestuff]

How can someone hold a CPL and not know what ICAO is??

[N1 Limit]

Hi folks
I have an icao CPL with B757/767 endorsed on it which expired yesterday,however my licence itself is due to expire end of january 2017 and i need to do an FAA ATP hence i need them to verify my licence.My question is can the FAA just allow me doung the checkride while i only have the licence valid and the medical but not the multi-engin and th IFR?

[ersa]

I converted an EASA licence to FAA, the licence and types converted across needed to be valid