Virgin Interview Has Any One Been Called In Last Few Weeks
Join Date: Jan 2001
Location: NSW, Australia
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I understand from chatting with the boys that several comments were included in the recent auto-email from the DJ recruiters.
Firstly, recruitment was on hold until at least September.
Secondly, an email address direct to the DJ recruiters and kind offer of help if they had any questions. Why then is nobody replying to the emails the boys are sending ?
Interesting game this one.
Firstly, recruitment was on hold until at least September.
Secondly, an email address direct to the DJ recruiters and kind offer of help if they had any questions. Why then is nobody replying to the emails the boys are sending ?
Interesting game this one.
Join Date: Apr 2002
Location: brisbane
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I am in the USA doing my B737 Rating at the moment. I was informed a few days ago about some upcoming changes re Type Rating recognition. CASA, in their ever-astounding infinite wisdom, have now decided (and will be implemented shortly) that for the rating to be recognised in Australia it must be presented with an FAA ATPL, not just done by an FAA approved examiner as is currently the case. This means that anyone who will be doing one in the near future will need to bring an extra $500 USD + fees, and allow an extra 6 days for the theory course. The check-ride satisfies the flying requirements. Always good to have that FAA ATPL since it's so easy to get that Green card over here. Three cheers for CASA.
Join Date: Oct 1998
Location: Australia
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It used to be that you could get a "restricted use" CPL from the FAA on presentation of the Aussie CPL or ATPL. Basically one needs to have a US pilot licence to fly any 'N' number registered aircraft and this licence comes with PPL privileges. It pretty much is designed to allow a foreign pilot to ferry a 'N' registered aircraft out of the country as I recall. I have one and here is what it says:
Airplane single engine land private privileges.
Airplane multi engine land.
Airplane multi engine land based US test passed. Issued on basis of and valid only when accompanied by Australia license No. xxxxxx.
Not valid for the carriage of persons or property for compensation or hire or for agricaircraft operations.
I got that in exchange for an Australian ATPL AFTER ( just wanted to get the single engine bit on my US licence) I had been issued a US ATP under their system for licencing! Red tape rules the industry.
Airplane single engine land private privileges.
Airplane multi engine land.
Airplane multi engine land based US test passed. Issued on basis of and valid only when accompanied by Australia license No. xxxxxx.
Not valid for the carriage of persons or property for compensation or hire or for agricaircraft operations.
I got that in exchange for an Australian ATPL AFTER ( just wanted to get the single engine bit on my US licence) I had been issued a US ATP under their system for licencing! Red tape rules the industry.
Join Date: Apr 2002
Location: Brisvegas
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Type rating transfer
I've transfered a few type ratings back and forwards over the last couple of years. Some have gone smoothly and others a little more painfull. The easiest way I have found it to -
1. Turn up to an FAA testing centre (no booking required) and pass the foreign pilot IR exam. About 50 Q's I think. Any of the test prep books are fine. I used the Gleim (red cover) book, it has all the Q's and A's which are in the exam Q bank. You only need half a day study the day before the test to pass with >90%.
2. Take your test result, licence, medical and logbook to the nearest FSDO (on any large field). They will issue you on the spot with an FAA PPL IR with multi-engine land rating 'issued on the basis of aus lic XXXXXX'. Free of charge! The multi-engine land let's you fly any twin up to 5700kg.
3. Do the type rating course and have the rating put on the PPL.
4. Present CASA with your FAA PPL IR M/E-land and 737 type. They MUST then issue the endosement.
CASA issue a document called the 'Recognition of Overseas Licences' (purple cover). Highlight the salient points and wave this in front of the FOI who looks at the paperwork.
If CASA are jacking up I hope the senior flt ops guys in DJ are making some SERIOUS noise.
1. Turn up to an FAA testing centre (no booking required) and pass the foreign pilot IR exam. About 50 Q's I think. Any of the test prep books are fine. I used the Gleim (red cover) book, it has all the Q's and A's which are in the exam Q bank. You only need half a day study the day before the test to pass with >90%.
2. Take your test result, licence, medical and logbook to the nearest FSDO (on any large field). They will issue you on the spot with an FAA PPL IR with multi-engine land rating 'issued on the basis of aus lic XXXXXX'. Free of charge! The multi-engine land let's you fly any twin up to 5700kg.
3. Do the type rating course and have the rating put on the PPL.
4. Present CASA with your FAA PPL IR M/E-land and 737 type. They MUST then issue the endosement.
CASA issue a document called the 'Recognition of Overseas Licences' (purple cover). Highlight the salient points and wave this in front of the FOI who looks at the paperwork.
If CASA are jacking up I hope the senior flt ops guys in DJ are making some SERIOUS noise.
Join Date: Oct 1998
Location: Australia
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Grrivation, were you told that the IR written was a requirement? I have here FAR 61.75, PRIVATE PILOT CERTIFICATE ISSUED ON THE BASIS OF A FOREIGN PILOT LICENCE. (2001 edition of FAR's)
a) GENERAL. A person who holds a current foreign pilot licence issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a private pilot certificate with the appropriate ratings when the application is based on the foreign pilot license that meets the requirements of this section.
b) CERTIFICATE ISSUED. a U.S. private pilot certificate that is issued under this section shall specify the persons foreign license number and country of issuance. A person who holds a current foreign pilot license issued by a contracting state to the Convention on International Civil Aviation may be issued a private pilot certificate based on the foreign pilot license without any further showing of proficiency, providing the applicant:
1) Meets the requirements of this section
2) Holds a foreign pilots license that -
i) is not under an order of revocation or suspension by the foreign country that issued the foreign pilot license; and
ii) Does not contain an endorcement stating that the applicant has not met all the standards of ICAO for that license;
3) Does not currently hold a US pilot certificate;
4) Holds a current medical certificate issued under part 67 of this chapter or a current medical issued by the country that issued the foreign pilot license; and
5) Is able to read, speak, write and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicants pilot certificate as are necessary for the safe operation of the aircraft.
It goes on about ratings and privileges but the guts of the conversion are here. Did you hold a recognised foreign IR when you went to convert to a US pilot certificate? The FAA are as bad if not worse than CASA for regional varience in interpreting the regs. As an example the next paragraph..
C) AIRCRAFT RATINGS ISSUED. Aircraft ratings listed on a persons foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that persons U.S. pilot certificate.
As I read this I should have been able to take my Aussie BAe 146 endorcement and have it placed on my US certificate, the resrticted use CPL at least, but I was told by the LAX FISDO that they didn't recognise type ratings issued overseas. I would have to take the check ride for the issue of a BAe 146 type rating with an FAA examiner/designee in order to have that rating issued on my US certificate.
I am suprised you had to do the IR written. To my way of reading the above, one really wouldn't even need a US medical if the Aussie medical is current and your ATPL is valid.
a) GENERAL. A person who holds a current foreign pilot licence issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a private pilot certificate with the appropriate ratings when the application is based on the foreign pilot license that meets the requirements of this section.
b) CERTIFICATE ISSUED. a U.S. private pilot certificate that is issued under this section shall specify the persons foreign license number and country of issuance. A person who holds a current foreign pilot license issued by a contracting state to the Convention on International Civil Aviation may be issued a private pilot certificate based on the foreign pilot license without any further showing of proficiency, providing the applicant:
1) Meets the requirements of this section
2) Holds a foreign pilots license that -
i) is not under an order of revocation or suspension by the foreign country that issued the foreign pilot license; and
ii) Does not contain an endorcement stating that the applicant has not met all the standards of ICAO for that license;
3) Does not currently hold a US pilot certificate;
4) Holds a current medical certificate issued under part 67 of this chapter or a current medical issued by the country that issued the foreign pilot license; and
5) Is able to read, speak, write and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicants pilot certificate as are necessary for the safe operation of the aircraft.
It goes on about ratings and privileges but the guts of the conversion are here. Did you hold a recognised foreign IR when you went to convert to a US pilot certificate? The FAA are as bad if not worse than CASA for regional varience in interpreting the regs. As an example the next paragraph..
C) AIRCRAFT RATINGS ISSUED. Aircraft ratings listed on a persons foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that persons U.S. pilot certificate.
As I read this I should have been able to take my Aussie BAe 146 endorcement and have it placed on my US certificate, the resrticted use CPL at least, but I was told by the LAX FISDO that they didn't recognise type ratings issued overseas. I would have to take the check ride for the issue of a BAe 146 type rating with an FAA examiner/designee in order to have that rating issued on my US certificate.
I am suprised you had to do the IR written. To my way of reading the above, one really wouldn't even need a US medical if the Aussie medical is current and your ATPL is valid.
Last edited by sprucegoose; 16th Jun 2002 at 13:02.
Join Date: Apr 2002
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Spruce, I did the conversion in 98. At the time the requirement to complete the 'foreign pilot IR written' was definately in the regs there somewhere. No checkrides required from the FAA.
Yes I held an Oz CPL/IR at the time. No you don't have to have a US medical to fly on a validation, but medical and all ratings on the Oz licence that you intend to use must obviously be valid. I'm not sure about the restriced CPL (they would only give me a PPL). If you intend to work then go and do a full ATP. Only costs about US$500 and takes 5 days. Certainly makes you more employable throughout the world!
Transfering ratings to the US - I have only done this once (Metro III) and yes the FAA wanted a check on the aircraft. It was covered by a 12 month proficiency check with an operator. Hope this helps. Email me if you need any more help.
Griv
Yes I held an Oz CPL/IR at the time. No you don't have to have a US medical to fly on a validation, but medical and all ratings on the Oz licence that you intend to use must obviously be valid. I'm not sure about the restriced CPL (they would only give me a PPL). If you intend to work then go and do a full ATP. Only costs about US$500 and takes 5 days. Certainly makes you more employable throughout the world!
Transfering ratings to the US - I have only done this once (Metro III) and yes the FAA wanted a check on the aircraft. It was covered by a 12 month proficiency check with an operator. Hope this helps. Email me if you need any more help.
Griv
Join Date: Oct 1998
Location: Australia
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You're correct. I found it eventually. Still doesn't explain the aircraft ratings of para C, unless of course that applies to "class" i.e. land, sea or helicopter ect. Still looking......
