Yes, early one some guys slipped through the cracks without a current IPC. Others weren’t so lucky.

Don’t chance it.

Instrument rating
 

Me too, I went over with an Australian CPL and valid instrument rating BUT NOT CURRENT and I had no problems and you won’t now either.

Once you have an ATP written with a CTP and you do a type rating and your checkride includes the type rating, Instrument rating and ATP licence all in one. Think of the instrument part as effectively renewing it on your ATP checkride.

I know others who were the same as me and did it this way when I did my E175 type ride with a US regional back in 2015, moved on since then. In saying that if you are not sure just renew it now to be safe.

However you should not have any problems as long as you have a. VALID M/E Instrument rating.

This is bad advice.

back in 2015/2016 most of the examiners were new to foreign license conversion ATP rides. Now they’re well versed most examiners know the FSIM’s requirement for a current IPC.

Havick, Ralphi.and a couple of others are really trying to help here. Those in denial who turn up in the USA without a CURRENT IPC & CURRENT medical do not understand how the validation of a foreign licence works. The civil aviation authorities in most countries can NOT validate something that is -at the time of the validation - unusable in the country of origin.
Besides, with such an important career move, would you not want to be right up to speed on your instrument skills? To rock up somewhere with expired qualifications is either ignorant or arrogant.
For those bemoaning the cost: a wise bird once said “to make money you have to spend money”

It’s more for us airline pilots who have expired IPCs but are operating under a training and checking system. Not entirely keen on hiring out a baron so I can get my IPC current.

I thought the days of renting a Duchess to do your IPC were well and truly over?

If you fly 737's then your IPC must be in a 737 - or at least an airline catagory aircraft you're rated (and current?) in if you're an airline pilot?

Try getting a 737 IPC in Austraila outside an airline T&C regime, ain't impossible but far from easy and don't even talk about the $$$.
Cheers

Yes, exiting an airline ’ cyclic’ program back onto the street is a PITA. It is almost as if CASA colluded with the airlines to make it difficult. Like the bad old days with second class endorsement & ATPL second class. Not worth a c full of cold water anywhere else.
As irrelevant as it may be, hiring a Baron for a couple of hours could be the best way to get the right entry onto your Oz licence.
Ask the FAA. Maybe they would accept your C&T record for the last 12 months, but I expect you would still need to be current according to that system. If you were overdue a cyclic you’d probably be screwed.

My friend asked this question of the FAA recently and their correspondence said something along the lines of "ask your instructor/training organization."

Go figure...

From my perspective I guess the idea is to weed out those who once had an IPC years ago but have been flying predominantly VFR recently, thus may end up with issues in their type rating training.

so your saying Havick that I will have to show my CASA IPC is valid to an examiner doing an USA A320 check ride with my FAA medical and ATP license? Rubbish

This may be somewhat old news but I'm not on FaceBook so can't check it out fully. It's dated April:

Umm, OK...not sure why the link won't post but it was from Frontier Airlines advertising for E3s.

It's the 2nd link down on this:

https://www.google.com/search?client...railian+pilots

If the FAA is directing you to your 'instructor/training organisation' and that organisation says you need a current IPC, then.......you need a current IPC. I know of two organisations that 'require a current ME IPC'

So, it's probably best to have a current ME IPC.

havick has been on this thread for a particularly long period of time, I don't know the person, haven't ever communicated with him/her but in this case, I'd be taking their advice. Some of the early E3's are now LCA's. Some of them have spent time in the training departments, I think they know what they're talking about.

Slow your roll there big fella. As tossbag has said, Havick has been passing on knowledge of the US for at least the last 5 years, and has helped more pilots then I'd care to count, including myself. You would be wise to heed his advice... or don't, your choice.

Im very happy with advice from anyone, but I here from the FAA directly that an Oz medical and IPC means nothing on an endo as you have to get an USA medical and IPC in the check ride. No one has distinctively stated that you need it or not. Advice is great and warranted but if you’re going to give it make sure it’s 100% correct. Lots of different opinions but none definitive. Just saying go and get a medical and ipc at $2000 upwards is good advice but if it’s not required then having currency on instruments etc is your choice.

Spirit In Country
 

Just in case anyone missed this:
https://www.afap.org.au/pilot-jobs/p...irst%20Officer
Have at it you animals, and good luck.

Also, apparently you can line up a Frontier and Avelo interviews through Aero Crew Solutions. Not sure exactly how it works, but here's the link if anyone wants it.

https://calendly.com/d/dnd-sn8-6tj

Dude, I'm telling you, at one airline at least, YOU NEED a current ME-IR IPC.

Thanks. That’s definitive advice. That’s all where after.

DYS,

Interesting. I understood AFAP wasn't going to allow ads by US airlines. Spirit must've gotten significant interest from Down There if they're going to send interview teams for local face-to-face interviews.

Interesting times.

Will there be 30 “count the buttons a factory produces in 33.31 lunar days by 43 workers at 76548 a millisecond” questions? Then a suck up to the HR department over lunch, followed by a sim ride with a 20 year retired grumpy 727 captain?

Or will they respect your flying experience, ask questions relative to the type of role you will perform?

bafanguy, you know how pretty much every US airline is falling over themselves to retain pilots, all of the wholly owned AA regionals upping the hourly rate from $52 an hour to $90 an hour hour. UPS putting forward a contract extension that sees a 10 year captain on $466,492 USD. a 15 year captain on $490,515 USD . A 10 year FO on $296,937 USD , a 15 year FO on $319, 371 USD.

Well, there are Australian B737 FO's on $113,000, yes, that's $79,000 USD.

Australian pilots know there's a recruiting boom coming but they're voting themselves decreases in pay!

GTFOOH

By the way $490,515 USD converts to $701,434 AUD

Yet you still have Australian pilots trying to tell the world they are among the best paid domestic pilots in the world.

Can confirm, I know someone. personally that was sent home to renew his IPC after making the trip believing that he'll get past. Some have been successful, but it's a gamble that could cost you time, money and seniority!