Originally Posted by
Ebbie 2003
It is simple - in order to fly under a 61.75 once issued, you need the originating licence to be working i.e. thst you can fly in the originating country using only that licence. So it must be accompanied by a current medical, a current flight review or the originating country's version and you must be current on flight experience (hours, take off & landing).
Then with your 61.75 you can fly on FAA with only the following stipulations, you must have a current FAA flight review and be current on take off and landings for an SEP. In addition you must have sign-offs from an instructor for complex, tailwheel. The 61.75 does not give you ratings your original licence dies not e.g. FAA PPL has an automatic "night rating" the 61.75 does not unless you have such a rating on your originating licence.
The idea that the 61.75 allows one to skirt around one's originating licence is incorrect. For example, one cannot get a 61.75 to enable legal flight by getting a Class3 FAA medical because one has been denied a Class 2 in, say, the UK. The 61.75 does invalid once the originating licence does when one is denied the originating country's medical.
Anyone who says different is simply wrong.
I regret that you are misinformed
No one is suggesting that it is a way to skirt around anything. But to clarify
>. So it must be accompanied by a current medical,
A current medical can be EITHER the host country or FAA. The FAA say so and i have quoted from the FSDO manual section for issuance of 61.75 above.
There are countries that have medcial endorsements within the licence itself. These are indeed rendered invalid by lack of a medical and thus are not usable to gain a 61.75 in that condition. But EASA licences do not contain that endorsement.
FAA guidance notes:
Some foreign CAAs enter periodic medical endorsements on their foreign pilot licenses, which affect their currency. Therefore, if the foreign pilot license must have a medical endorsement to make it valid, an FAA medical certificate alone will not satisfy the regulations. In cases when a medical endorsement is not used, a current medical license from the person’s foreign medical examiner or a current part 67 medical certificate will satisfy the requirement. If the person’s foreign pilot license shows a medical endorsement, the person should enter the word “endorsement” on FAA Form 8710-1, section I, block R, or the equivalent class of medical certificate
> a current flight review or the originating country's version
> and you must be current on flight experience (hours, take off & landing).
You do not need to be CURRENT according to the based -on country definition. You just need the underlying licence to be VALID. The FAA don't give any sort of care about the original licence currency. requirements, they expect you to be current according to their own definition. There is plenty of documentation on this point, starting with the need for an initial FAA flight review after issuance of the 61.75. Remember - you aren't flying in the original country., you are flying an N reg in the USA and the FAA only care about that set of circumstances.
This is what the FAA say :
Once the U.S. pilot certificate has been issued in accordance with § 61.75, the pilot need only meet the U.S. Federal Regulations (
e.g., requirements on recency of experience) to exercise the privileges of his/her U.S. pilot certificate here in the United States.
And - yes you could fly on a FAA class 3 with a denied medical in the original country - but you'd have to declare the condition and the medical denial as part of getting the class 3 and if you subsequently get the class 3 you are good as far as the FAA is concerned. This is no different to simply obtaining an FAA private - you either have the class 3 or you don't. If you have it you can fly on it. Or, you can use basicMed if you held a FAA med certificate previously and don't have a disqualifying condition/require special issuance.. BUT - if you are outside the continental USA what you can't do is use the self declaration BasicMed route. You do need a minimum of a class 3 to operate an N reg outside the USA because BasicMed is a national program and not ICAO compliant.
You are correct that a 61.75 doesn't give you ratings you are not entitled to But don't confuse ratings with endorsements or restrictions.. The privilege to fly at night is neither a rating nor an endorsement. This falls under the heading of 'restriction on based-on country licence' that has to be observed. ie, the UK has a night rating and wthout it you can't fly at night because your UK licence contains that restriction. If you want night privs on your 61.75 based on an UK EASA licence without a night rating then you have to complete the necessary night training a FAA private would take and have the training endorsed on your logbook.
As for the endorsements - I quoted the FAA guidance on the subject showing that foreign endorsements are acceptable . - here is a relevant para from the FAA FAQ ::QUESTION: As in scenario No. 3, the foreign State's civil aviation regulations DOES have a regulatory equivalent to 14 CFR § 61.31. And, in this scenario the pilot HAS received training, logged time, and has an endorsement (or has a rating) in an aircraft equivalent to one or more of those specified in § 61.31(e) – (g) and (i). The pilot has flown a complex, high performance, high altitude or tailwheel aircraft. And has met the foreign State's regulatory requirements with respect to the required training and logbook endorsements (or ratings), if any, for those aircraft. ANSWER: Ref. § 61.31(e)(1), (f)(1), (g)(1) and (2), and (i)(1), as appropriate; As long as it has been determined that the foreign pilot has complied with the additional aircraft training requirements of § 61.31 then that foreign may act as a PIC for that kind of aircraft that foreign pilot wishes to exercise PIC privileges while exercising his/her U.S. pilot certificate.
hope that clarifies the position...