Using JAA Licence in N Whilst holding FAA Licence
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Using JAA Licence in N Whilst holding FAA Licence
Hi There,
Hope this is the right place to post the question. Before delving into FAR/AIM can anyone answer the following:
Hold a JAA PPL and an FAA CPL
Fly an Nreg aircraft in UK
If I go out of currency (ie no BFR) on my FAA (or if I am not carrying my passport, an FAA requirement to validate my licence ) yet my JAA licence is still current. I then get a 'ramp' check - Can I claim I am flying under the privalages of my JAA licence. I know flight can only be conducted in UK airspace if that is the case.
I have been informed that if you hold an FAA licence the status of that licence takes priority if you are in an N reg aircraft. Make sense in some ways but not in others.
Thanks in advance.
Hope the question makes sense.
Hope this is the right place to post the question. Before delving into FAR/AIM can anyone answer the following:
Hold a JAA PPL and an FAA CPL
Fly an Nreg aircraft in UK
If I go out of currency (ie no BFR) on my FAA (or if I am not carrying my passport, an FAA requirement to validate my licence ) yet my JAA licence is still current. I then get a 'ramp' check - Can I claim I am flying under the privalages of my JAA licence. I know flight can only be conducted in UK airspace if that is the case.
I have been informed that if you hold an FAA licence the status of that licence takes priority if you are in an N reg aircraft. Make sense in some ways but not in others.
Thanks in advance.
Hope the question makes sense.
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You HAVE to have a BFR.
Makes sense, you are flying an N reg plane and you have a FAA CPL, therefore you need to be FAA current, which is a BFR.
I think you dont hvae to have an FAA medical, but dont quote me on that, am your JAA one is good.
Makes sense, you are flying an N reg plane and you have a FAA CPL, therefore you need to be FAA current, which is a BFR.
I think you dont hvae to have an FAA medical, but dont quote me on that, am your JAA one is good.
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You are permitted to fly an N reg aeroplane in UK airspace on your JAA PPL, under VFR and for non commercial purposes.
If you get ramp checked you would not have to declare your FAA certificate. However, if it is a commercial flight you need to be FAA current, ie BFR and all other requirements, and you need to have a current FAA medical.
If you get ramp checked you would not have to declare your FAA certificate. However, if it is a commercial flight you need to be FAA current, ie BFR and all other requirements, and you need to have a current FAA medical.
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Many thanks for all the comments and thoughts -
B200 you are very assertive (in a positive way) in your reply. It is what I would have thought. Don't declare the FAA. May I ask how you're so sure.
B200 you are very assertive (in a positive way) in your reply. It is what I would have thought. Don't declare the FAA. May I ask how you're so sure.
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Hi SoCal. What scares me more is that I am being told something contra to what I thought and knew by an instructor of the FAA.
I do not exercise the privileges of my FAA CPL in a commercial capacity. There are many rules to know, and even some instructors and even examiners often have to refer to FAR AIM or LASORS
. I was checking what I thought was the case.
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Title 14 Chapter1 Part 61.3
blablabla...However when an aircraft is operated within a foreign country with a current pilot certificate issued by that country, evidence of current medical qualification for that certificate, issued by that country, may be used. blablabla..
TITLE 14 Chapter1 61.3 4. Airman competency;
blablabal...at the same time, provision is made to allow the use of a current pilot certificate issued by the foreign country within which the aircraft is operated.
These rules are not new they are the current Docket since june 1966...
N register airplane in UK... Uk licence current + UK medical OK ; FAA licence Current + FAA medical OK ; FAA licence + UK medical OK. BUT :
you cannot mix the ratings ie FAA MEL IFR , UK SEP VFR; you cannot fly a N registered single Engine IFR.....
The easiest is to keep current on the airplane you seek to fly ( licence wise); regarding insurances, many times it states something like ' necessary for operations with x hours PIC on class/type/ etc..."
Have fun ! and remember : stay out of the trees !
blablabla...However when an aircraft is operated within a foreign country with a current pilot certificate issued by that country, evidence of current medical qualification for that certificate, issued by that country, may be used. blablabla..
TITLE 14 Chapter1 61.3 4. Airman competency;
blablabal...at the same time, provision is made to allow the use of a current pilot certificate issued by the foreign country within which the aircraft is operated.
These rules are not new they are the current Docket since june 1966...
N register airplane in UK... Uk licence current + UK medical OK ; FAA licence Current + FAA medical OK ; FAA licence + UK medical OK. BUT :
you cannot mix the ratings ie FAA MEL IFR , UK SEP VFR; you cannot fly a N registered single Engine IFR.....
The easiest is to keep current on the airplane you seek to fly ( licence wise); regarding insurances, many times it states something like ' necessary for operations with x hours PIC on class/type/ etc..."
Have fun ! and remember : stay out of the trees !
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Can you not just do a FAA BFR, then you good for 2 years.
One way to look at it, if your mixing and matching, then put yourself in the shoes of your insurance company, if you had an accident are they likely to payout.
One way to look at it, if your mixing and matching, then put yourself in the shoes of your insurance company, if you had an accident are they likely to payout.
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Don;t you also need a restricted radio operators licence, when using the FAA licence Internationally?
Just a question....
http://www.fcc.gov/Forms/Form605/605e.pdf
Just a question....
http://www.fcc.gov/Forms/Form605/605e.pdf
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Hi All
Thanks for the all the comments.
I do not intend to mix and match.
Yes I am up to date and current, and intend to stay that way - it was a question posed because I forgot my passport. (no I wasn't going abroad)
It would be unusual to have to use the full FAA Privileges in the UK in GA, due to the height and complexity of the airways, along with . I hold an IMC - the only use in UK is lower MDA / DH.
Yes I have the FCC as well. How many FAA pilots in UK don't (me thinks a few)
Thanks for the all the comments.
I do not intend to mix and match.
Yes I am up to date and current, and intend to stay that way - it was a question posed because I forgot my passport. (no I wasn't going abroad)
It would be unusual to have to use the full FAA Privileges in the UK in GA, due to the height and complexity of the airways, along with . I hold an IMC - the only use in UK is lower MDA / DH.
Yes I have the FCC as well. How many FAA pilots in UK don't (me thinks a few)
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I know because I do the research as I currently use both my FAA ATP and CFMEII.
Furthermore, regards to the FCC, that doesn't expire, if you have had yours for more than 9 years, I would go to the website, seems they all expired in 2001 and a new form was issued. You can check on the website by putting your number in, if it does not find you, your radio license is expired. Form 605 is the only one that is valid. It was first issued in April 2002.
Furthermore, regards to the FCC, that doesn't expire, if you have had yours for more than 9 years, I would go to the website, seems they all expired in 2001 and a new form was issued. You can check on the website by putting your number in, if it does not find you, your radio license is expired. Form 605 is the only one that is valid. It was first issued in April 2002.
