JAA ATPL to FAA ATPL
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JAA ATPL to FAA ATPL
Hi all,
what do I have to do to get a FAA ATPL with GV type rating?
I have a valid JAA ATPL with active GV type (simuflite), European passport and no FAA license.
I guess I will have to do finger prints, TSA, license verification.... What else? In what sequence?
Thanks in advance!
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what do I have to do to get a FAA ATPL with GV type rating?
I have a valid JAA ATPL with active GV type (simuflite), European passport and no FAA license.
I guess I will have to do finger prints, TSA, license verification.... What else? In what sequence?
Thanks in advance!
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Make sure you get a STAND ALONE FAA certificate and NOT one based on a foreign licence - they are a waste of time.
You need to set up an account with the TSA and do your fingerprints, https://www.flightschoolcandidates.gov which also has some useful info.
You also need to do an ATP written exam, I recommend the ASA test prep book, you have a choice out of part 121 or part 135, either will work without ever limiting your future options. 135 is probably more relevant to what you're ever likely to do with the Gulfstream.
Before you take the check, you'll need an FAA medical in addition to your JAA one. You also need to fill in any experience blanks listed in part 61 but in practice I doubt there will be any with your current licence.
The cheapest way of doing the checkride (Like an LST) is to combine it with your next recurrent. It's worth spelling out to them that you additionally want an ATP initial and a Type initial check. There is an oral test too, most examiners worth their salt will make the oral about the type in question in these circumstances but ANY theory issue is fair game and given that your new to the FAA system I'd say it would be prudent to give the commercial test prep a look too, and get to know your way around the FAR-AIM. Nothing arduous here just sensible wide-reading. Anything you got wrong on the written is printed on the test report and you WILL be asked about this.
Assuming that all goes well you'll be issued there and then with a temporary airmen certificate and you're good to operate immediately.
If you need help with where to go to get all this done (most can be sorted in europe) or combining with a recurrent PM me with your location and email and I'll hook you up with some contacts.
It sounds a lot but there is nothing really costly or difficult here. I have both JAA and FAA, welcome to the common sense system!
Regards
Jeff
You need to set up an account with the TSA and do your fingerprints, https://www.flightschoolcandidates.gov which also has some useful info.
You also need to do an ATP written exam, I recommend the ASA test prep book, you have a choice out of part 121 or part 135, either will work without ever limiting your future options. 135 is probably more relevant to what you're ever likely to do with the Gulfstream.
Before you take the check, you'll need an FAA medical in addition to your JAA one. You also need to fill in any experience blanks listed in part 61 but in practice I doubt there will be any with your current licence.
The cheapest way of doing the checkride (Like an LST) is to combine it with your next recurrent. It's worth spelling out to them that you additionally want an ATP initial and a Type initial check. There is an oral test too, most examiners worth their salt will make the oral about the type in question in these circumstances but ANY theory issue is fair game and given that your new to the FAA system I'd say it would be prudent to give the commercial test prep a look too, and get to know your way around the FAR-AIM. Nothing arduous here just sensible wide-reading. Anything you got wrong on the written is printed on the test report and you WILL be asked about this.
Assuming that all goes well you'll be issued there and then with a temporary airmen certificate and you're good to operate immediately.
If you need help with where to go to get all this done (most can be sorted in europe) or combining with a recurrent PM me with your location and email and I'll hook you up with some contacts.
It sounds a lot but there is nothing really costly or difficult here. I have both JAA and FAA, welcome to the common sense system!
Regards
Jeff
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FAA ATP Writtens
Jeff is absolutely right, the best way to do the flight section of your FAA ATP is during your recurrent. The schools (in the US of course!) are well set up for this and it's a hard but fair check-ride.
Undoubtedly the best way to do the FAA writtens (if you can), is to go over to the US a few days before your recurrent, leave the FAA book behind (unless you have difficulty sleeping on the flight!) and report to ATP ATP Flight School: ATP Written Prep & Exam (they have about 20 centres in the US to choose from.
You report at 0800 (no beer the night before - seriously!) and sit in front of a computer for about 8 hours (come and go as you please) and when you're ready (or suicidal!) you take the test online. Those of you that know me know that I hate bookwork but this "Computer Session From Hell" got me 90% (first time), and my "swot" buddy 95%!! You don't fail, you just keep taking the test until you pass apparently.
We were given our pass slips and 5 days later after recurrent check-ride......... "I are a full FAA ATP". I could strap on an FAA or M reg aircraft that afternoon if necessary. As Jeff says....."Welcome to the common sense system".
I'll leave you to draw your own conclusions about my In Depth Knowledge of the FAA rules, regs, and systems!! The serious question is, how much do you (honestly) know about the JAA system after the endless, out of date, mostly irelevant, and stratospherically expensive JAA "Exam Frenzy" anyway?
I'm off to the bunker now, expecting "incoming"!!!!
Jez
Undoubtedly the best way to do the FAA writtens (if you can), is to go over to the US a few days before your recurrent, leave the FAA book behind (unless you have difficulty sleeping on the flight!) and report to ATP ATP Flight School: ATP Written Prep & Exam (they have about 20 centres in the US to choose from.
You report at 0800 (no beer the night before - seriously!) and sit in front of a computer for about 8 hours (come and go as you please) and when you're ready (or suicidal!) you take the test online. Those of you that know me know that I hate bookwork but this "Computer Session From Hell" got me 90% (first time), and my "swot" buddy 95%!! You don't fail, you just keep taking the test until you pass apparently.
We were given our pass slips and 5 days later after recurrent check-ride......... "I are a full FAA ATP". I could strap on an FAA or M reg aircraft that afternoon if necessary. As Jeff says....."Welcome to the common sense system".
I'll leave you to draw your own conclusions about my In Depth Knowledge of the FAA rules, regs, and systems!! The serious question is, how much do you (honestly) know about the JAA system after the endless, out of date, mostly irelevant, and stratospherically expensive JAA "Exam Frenzy" anyway?
I'm off to the bunker now, expecting "incoming"!!!!
Jez
Last edited by cambioso; 15th Jan 2011 at 08:27.
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If you are in Europe, you can sit the FAA ATP exam at Flightsafety either in the UK or at Le Bourget. They are more expensive than in the US though, so if you're Stateside, do it there!
Everything else has been mentioned already. I second the hint to get a GOOD look into the FARs though, the oral can last a few hours.
My FAA CPL oral two years ago was some 3,5hrs of conversation, covered everything.
Everything else has been mentioned already. I second the hint to get a GOOD look into the FARs though, the oral can last a few hours.
My FAA CPL oral two years ago was some 3,5hrs of conversation, covered everything.
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The problem is you cannot do charter
Because is part 135,and get the type for
Yourself you get part 91 only.
To get the part 135 letter you need to be sent
To school by a company.
Because is part 135,and get the type for
Yourself you get part 91 only.
To get the part 135 letter you need to be sent
To school by a company.
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The poster is EU based, therefore if he remains in the EU he will not be required to operate under part 135. It is no different from JAR Ops, first get the type, then OPC/LPC need to be put in place and maintained. This is normaly done by the company you work for. In either case you still have to get the type on your licence. All good advice here.
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The Airmen Certification Branch, AFS-760 must have the Civil Aviation Authority (CAA) verify the validity and currency of the foreign license and medical certificate or endorsement before you apply for an FAA certificate or authorization. The processing of the Verification of Authenticity of Foreign License, Rating, and Medical Certification form takes approximately 45 to 90 days to complete. NOTE: Do not schedule any travel and/or checkrides, etc until a valid Verification Letter has been obtained from AFS-760.
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I have not got a clue how many "N" reg GV's there are in Europe, or on 135, but there are many other registrations that will accept the FAA ticket around the world and I have seen quite a few GV's on those. I would guess thats what the poster is interested in, for a European pilot interested in 135 ops, that would probably mean working in the US and I think the work permit would be more of a worry than the licence.
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The Airmen Certification Branch, AFS-760 must have the Civil Aviation Authority (CAA) verify the validity and currency of the foreign license and medical certificate or endorsement before you apply for an FAA certificate or authorization. The processing of the Verification of Authenticity of Foreign License, Rating, and Medical Certification form takes approximately 45 to 90 days to complete. NOTE: Do not schedule any travel and/or checkrides, etc until a valid Verification Letter has been obtained from AFS-760.
The issue of the part 91 only issue can be resolved with a part 135 check at any recurrent assuming that opportunity comes your way.... Very unlikely unless you become a US citizen.
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Thanks guys!
HS125, that’s what I thought. Can you please point me to any official document with this rule.
That’s what I found and it is not specified if it is for validation based on the foreign license or for real FAA license.
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Airmen Certification: Verify the Authenticity of a Foreign License, Rating, or Medical Certification
Airmen Certification: Verify the Authenticity of a Foreign License, Rating, or Medical Certification
If you are applying for a certificate issued on the basis of a foreign license under the provisions of:
14 CFR Part 61, Section 61.75
special purpose pilot authorizations under Section 61.77
using a pilot certificate issued under Section 61.75 to apply for a commercial pilot certificate under Section 61.123 (h)
applying for an airline transport pilot certificate issued under FAR Section 61.153 (d) (3)
(FAR 61.153:
· To be eligible for an airline transport pilot certificate, a person must
Meet at least one of the following requirements:
(d)(3) Hold either a foreign airline transport pilot or foreign commercial pilot license and an instrument rating, without limitations, issued by a contracting State to the Convention on International Civil Aviation. )
applying for a certificate issued on the basis of a foreign license under the provisions of 14 CFR Part 63, Sections 63.23 and 63.42
The Airmen Certification Branch, AFS-760 must have the Civil Aviation Authority (CAA) verify the validity and currency of the foreign license and medical certificate or endorsement before you apply for an FAA certificate or authorization. The processing of the Verification of Authenticity of Foreign License, Rating, and Medical Certification form takes approximately 45 to 90 days to complete. NOTE: Do not schedule any travel and/or checkrides, etc until a valid Verification Letter has been obtained from AFS-760.
-----------------------------------------------------------------------
Dont you think that they have to verify that it’s a legal JAA license which you are presenting?
Thanks!
HS125, that’s what I thought. Can you please point me to any official document with this rule.
That’s what I found and it is not specified if it is for validation based on the foreign license or for real FAA license.
----------------------------------------------------------------------
Airmen Certification: Verify the Authenticity of a Foreign License, Rating, or Medical Certification
Airmen Certification: Verify the Authenticity of a Foreign License, Rating, or Medical Certification
If you are applying for a certificate issued on the basis of a foreign license under the provisions of:
14 CFR Part 61, Section 61.75
special purpose pilot authorizations under Section 61.77
using a pilot certificate issued under Section 61.75 to apply for a commercial pilot certificate under Section 61.123 (h)
applying for an airline transport pilot certificate issued under FAR Section 61.153 (d) (3)
(FAR 61.153:
· To be eligible for an airline transport pilot certificate, a person must
Meet at least one of the following requirements:
(d)(3) Hold either a foreign airline transport pilot or foreign commercial pilot license and an instrument rating, without limitations, issued by a contracting State to the Convention on International Civil Aviation. )
applying for a certificate issued on the basis of a foreign license under the provisions of 14 CFR Part 63, Sections 63.23 and 63.42
The Airmen Certification Branch, AFS-760 must have the Civil Aviation Authority (CAA) verify the validity and currency of the foreign license and medical certificate or endorsement before you apply for an FAA certificate or authorization. The processing of the Verification of Authenticity of Foreign License, Rating, and Medical Certification form takes approximately 45 to 90 days to complete. NOTE: Do not schedule any travel and/or checkrides, etc until a valid Verification Letter has been obtained from AFS-760.
-----------------------------------------------------------------------
Dont you think that they have to verify that it’s a legal JAA license which you are presenting?
Thanks!
Ra100
Not sure of what you are speaking of, but there is no FAR 91 or FAR 135 type rating in the US. There is only a type rating for the type on the FAA ATP. being qualified under a specific operating regulation is up to the operator. The majority of G Vs are under Part 91, btw.
GF
Not sure of what you are speaking of, but there is no FAR 91 or FAR 135 type rating in the US. There is only a type rating for the type on the FAA ATP. being qualified under a specific operating regulation is up to the operator. The majority of G Vs are under Part 91, btw.
GF
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GV
Do yourself a favour. What HS125 has said here is accurate. If you want to earn money flying with a FAA ATPL you will have to get it in the normal manner, anything you get on the back of a foreign (to the US) licence is NOT legal to work with.
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Get your licence recognized, get a TSA approval, write the paper (its pretty simple) and do an ATP initial and a Type Rating initial n your next recurrent. If you are current on the type then that won't be hard either. Get yourself a FCC radio licence too.
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Ok. I failed to ask the question in a right way, so one more try:
1. I am looking for a standalone FAA ATP license, not a FAA license based on my JAA license.
2. I will do the finger prints, TSA, ATP written test and then go for a FAA GV check ride in the sim after FAA GV recurrent or initial.
Now two questions:
1. Will I have to do this Verification of the Authenticity of a Foreign License or it is only needed if I apply for a FAA license based on my JAA license?
(HS125 didn’t mention anything about the need for this verification.)
2. Does it have to be a FAA GV initial? Or recurrent GV would be enough? ( I am JAA GV PIC rated )
Thanks again!
1. I am looking for a standalone FAA ATP license, not a FAA license based on my JAA license.
2. I will do the finger prints, TSA, ATP written test and then go for a FAA GV check ride in the sim after FAA GV recurrent or initial.
Now two questions:
1. Will I have to do this Verification of the Authenticity of a Foreign License or it is only needed if I apply for a FAA license based on my JAA license?
(HS125 didn’t mention anything about the need for this verification.)
2. Does it have to be a FAA GV initial? Or recurrent GV would be enough? ( I am JAA GV PIC rated )
Thanks again!
I am in pretty much the same position as the creater of this thread.
I'm 737NG rated in Europe- and I presume I'm wanting to take the FAA ATP Part 121 test to hopefully operate the 737NG in USA for an airline there, is this correct?
I'm 737NG rated in Europe- and I presume I'm wanting to take the FAA ATP Part 121 test to hopefully operate the 737NG in USA for an airline there, is this correct?
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I stand (somewhat) corrected.
Under §14 CFR 61.157 you can't go from nothing to an ATP on the FAA system without holding a foreign licence as described. You could however get a Commercial as a stepping stone and then do an ATP later, penalty would fundamentally be an extra written test.
If you go straight to an ATP, you need the confirmation of your foreign licence as previously discussed, sorry, my bad on that one.
For private ops a Commercial is fine for PIC of a part 25 aircraft, given that you have a non FAA ATPL you can probably beat any insurance stipulation too.
@VJW Exactly which part under which you'd operate a BBJ (121 or 135) commercially I suppose just depends on the certificate holder. Which written you did and how you originally applied the type to your certificate is not however a bar to doing a check ride to do operations under any different part. As NuName said, and I was eluding to earlier, the work permit issue is more than likely to be your big man rather than anything you might find in the depths of article 14.
Under §14 CFR 61.157 you can't go from nothing to an ATP on the FAA system without holding a foreign licence as described. You could however get a Commercial as a stepping stone and then do an ATP later, penalty would fundamentally be an extra written test.
If you go straight to an ATP, you need the confirmation of your foreign licence as previously discussed, sorry, my bad on that one.
For private ops a Commercial is fine for PIC of a part 25 aircraft, given that you have a non FAA ATPL you can probably beat any insurance stipulation too.
@VJW Exactly which part under which you'd operate a BBJ (121 or 135) commercially I suppose just depends on the certificate holder. Which written you did and how you originally applied the type to your certificate is not however a bar to doing a check ride to do operations under any different part. As NuName said, and I was eluding to earlier, the work permit issue is more than likely to be your big man rather than anything you might find in the depths of article 14.