EASA to FAA
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EASA to FAA
Hello all,
Hope you can help. I have an EASA issued licence and I have an SEP and 737NG rating attached to that licence. I have just over 1500 hours TT and 1300 on the 737NG. I also have my ATPL unfrozen. I am current on the above ratings.
What I would like to achieve:
I want to be be able to get an FAA licence (also keeping my EASA licence!). If a corporate job came up flying a bizz jet, I can then fly an N reg and attach a FAA type rating to that licence.
What I've been told:
1) sit the ATP exam, then do a 737 rating and combined with your LST, you'll get the CPL/ IR check ride.
2) sit the ATP exam, hand it into your local FAA Licencing Dept. They'll recognise your ATPL unfrozen, and your ratings. They might put a restriction on your 737 rating e.g VFR only. And that's it. as the ATP is only an exam and it's basically a CPL. So having done that I can then do a rating on whatever aircraft and off I go.
3) go to flight school and and to the MEP CPL MEIR course.
Hope you can help. I have an EASA issued licence and I have an SEP and 737NG rating attached to that licence. I have just over 1500 hours TT and 1300 on the 737NG. I also have my ATPL unfrozen. I am current on the above ratings.
What I would like to achieve:
I want to be be able to get an FAA licence (also keeping my EASA licence!). If a corporate job came up flying a bizz jet, I can then fly an N reg and attach a FAA type rating to that licence.
What I've been told:
1) sit the ATP exam, then do a 737 rating and combined with your LST, you'll get the CPL/ IR check ride.
2) sit the ATP exam, hand it into your local FAA Licencing Dept. They'll recognise your ATPL unfrozen, and your ratings. They might put a restriction on your 737 rating e.g VFR only. And that's it. as the ATP is only an exam and it's basically a CPL. So having done that I can then do a rating on whatever aircraft and off I go.
3) go to flight school and and to the MEP CPL MEIR course.
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Depends on the privileges that you want. The FAA test at each privilege unlike EASA who grant blanket coverage across certain classes. So doing an FAA ATP on a 737 will not grant you CPL/IR privileges on other classes. If you just want to fly a 737 then the ATP written and a check ride will grant you that. If you want CPL/ME/IR privileges then you will need to test for those as will you if you want to fly SEP.
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EASA to FAA
Ok thanks, my plan would be to get another type rating on my ATP licence e.g G550. I'm wondering is that possible?! So does having an ATP written grant me to do that?!
Quickest way to an FAA ATP - presuming you meet all the experience requirements and hold an ICAO CPL or ATPL is to:
1. Jump through the TSA insecurity hoops. You'll need a school approved for international students to help you with that.
2. Do a medical. Class 3 is ok for checkrides but a Class 2 or 1 is needed for air transport ops ie charter or airlines, respectively
3. Pass the ATP theory exam**. Single exam, multi-choice, piss easy after some self study. Gleim, ASA & Jeppessen all publish study texts geared for the exam.
4. Do the checkride** in a light piston twin or single, land or sea. Do it in a single land you'll only have privileges for single land. Do it in a multi sea you'll only have privileges for a multi sea, and so on. Do it in an amphibian - and do both splashes & bumps - and you get both land & sea for single or twin as appropriate. A US checkride includes a ground oral portion and the flight component. Don't pass the oral = don't do the flight. Buy both a Practical Test Guide (PTS) and one of the guides to the oral part of the checkride.
** A couple of caveats:
* The system is changing in Aug or Sep. You will need formal ground school and sim training prior to the test & checkride - so get in & get it done before then!
* No requirement for an instructor recommendation for a 1st attempt at the exam or checkride, however if you're not familiar with way things are done in the US then some time with an instructor is *strongly*
recommended.
* You may need to have your State of issue verify your licence to the FAA. Years ago you didn't used to but it might be different now.
----
An alternative to using a light aircraft is to do a type rating at one of the usual places. Make sure you confirm that you want to include an ATP checkride with the type rating.
1. Jump through the TSA insecurity hoops. You'll need a school approved for international students to help you with that.
2. Do a medical. Class 3 is ok for checkrides but a Class 2 or 1 is needed for air transport ops ie charter or airlines, respectively
3. Pass the ATP theory exam**. Single exam, multi-choice, piss easy after some self study. Gleim, ASA & Jeppessen all publish study texts geared for the exam.
4. Do the checkride** in a light piston twin or single, land or sea. Do it in a single land you'll only have privileges for single land. Do it in a multi sea you'll only have privileges for a multi sea, and so on. Do it in an amphibian - and do both splashes & bumps - and you get both land & sea for single or twin as appropriate. A US checkride includes a ground oral portion and the flight component. Don't pass the oral = don't do the flight. Buy both a Practical Test Guide (PTS) and one of the guides to the oral part of the checkride.
** A couple of caveats:
* The system is changing in Aug or Sep. You will need formal ground school and sim training prior to the test & checkride - so get in & get it done before then!
* No requirement for an instructor recommendation for a 1st attempt at the exam or checkride, however if you're not familiar with way things are done in the US then some time with an instructor is *strongly*
recommended.
* You may need to have your State of issue verify your licence to the FAA. Years ago you didn't used to but it might be different now.
----
An alternative to using a light aircraft is to do a type rating at one of the usual places. Make sure you confirm that you want to include an ATP checkride with the type rating.
Last edited by Tinstaafl; 25th Mar 2014 at 15:42.
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I just did an EASA ATPL with G-V rating to an FAA ATP with the G-V rating (I already held an FAA Commercial with I/R and Multi). I had to do the following ...
Pass the written
Get the TSA approval
Get the CAA to verify my EASA licence to the FAA
Pass the G-V checkride
All pretty straightforward as has been said but, get the written done before the end of July or it all changes!
Happy landings
3 Point
Pass the written
Get the TSA approval
Get the CAA to verify my EASA licence to the FAA
Pass the G-V checkride
All pretty straightforward as has been said but, get the written done before the end of July or it all changes!
Happy landings
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Ok thanks, my plan would be to get another type rating on my ATP licence e.g G550. I'm wondering is that possible?! So does having an ATP written grant me to do that?!
You don't really have enough experience for a mid size let alone large cabin Bizjet with only 1500 hours. Maybe look at a Citation rating if you must pay to play in the Bizjet world... Depress our industry further, why don't you.
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One further thought. Since EASA came along an FAA licence won't do for a job on an aeroplane based in the EASA area; you'd need an EASA licence for that even if it's on the US register. So, unless you are planning to move out of Europe you might not want to spend the time and effort to get the FAA licence.
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One further thought. Since EASA came along an FAA licence won't do for a job on an aeroplane based in the EASA area; you'd need an EASA licence for that even if it's on the US register.
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You have virtually no chance though of getting employed as a fresh start unless you have both.
No employer in there right mind is going to take someone on with potential issues in April next year. Yes I know you will have another year after that to get the conversion done. But the clock is ticking.
No employer in there right mind is going to take someone on with potential issues in April next year. Yes I know you will have another year after that to get the conversion done. But the clock is ticking.
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M-ONGO, forgive me, the actual requirement to hold an EASA licence is not yet in place as you say but, as MJ point out, the clock si ticking and a plot with an FAA only licence is not going to get a job on a European based aeroplane.
At work we have insisted that FAA pilots joining the company have to achieve an EASA Licence and they have to pass it by a defined date. Failure to achieve the licence means their job is gone.
At work we have insisted that FAA pilots joining the company have to achieve an EASA Licence and they have to pass it by a defined date. Failure to achieve the licence means their job is gone.
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Using EASA currency when flying on FAA certificate
I have ATP and 737 type ratings on both FAA and EASA licenses and have flown scheduled air carrier PIC for thousands of hours on both continents, but have the following situation:
1. Last LPC in 737NG was in February and it was an EASA check for European carrier.
2. Last time I took an FAA check was nine years ago
3. Current class 1 medicals for both FAA and EASA
4. About 750 hours in past 12 months, all PIC 737NG and all in Europe.
Does anyone know if the FAA would make me take another sim check to be legal under part 91 to fly an N-registered BBJ?
Looking forward to hearing opinions on this.
1. Last LPC in 737NG was in February and it was an EASA check for European carrier.
2. Last time I took an FAA check was nine years ago
3. Current class 1 medicals for both FAA and EASA
4. About 750 hours in past 12 months, all PIC 737NG and all in Europe.
Does anyone know if the FAA would make me take another sim check to be legal under part 91 to fly an N-registered BBJ?
Looking forward to hearing opinions on this.
61.58 is the reg which covers this and it says:
(d) The pilot-in-command proficiency check required by paragraph (a) of this section may be accomplished by satisfactory completion of one of the following:
(1) A pilot-in-command proficiency check conducted by a person authorized by the Administrator, consisting of the aeronautical knowledge areas, areas of operations, and tasks required for a type rating, in an aircraft that is type certificated for more than one pilot flight crewmember or is turbojet-powered;
So the question is, was the person who gave you your EASA check "authorized by the Administrator?"
(d) The pilot-in-command proficiency check required by paragraph (a) of this section may be accomplished by satisfactory completion of one of the following:
(1) A pilot-in-command proficiency check conducted by a person authorized by the Administrator, consisting of the aeronautical knowledge areas, areas of operations, and tasks required for a type rating, in an aircraft that is type certificated for more than one pilot flight crewmember or is turbojet-powered;
So the question is, was the person who gave you your EASA check "authorized by the Administrator?"
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"Authorized"
>So the question is, was the person who gave you your EASA
>check "authorized by the Administrator?"
THAT is the question I hope to get answered this week. I've heard that there is a kind of reciprocity between FAA and EASA in this area, so you don't have to take the same check on both continents. The TRE who did my check in February wasn't an FAA TRE, but I think the check might be validated by the FAA anyway. I'll post the outcome of my inquiry here later in the week.
>check "authorized by the Administrator?"
THAT is the question I hope to get answered this week. I've heard that there is a kind of reciprocity between FAA and EASA in this area, so you don't have to take the same check on both continents. The TRE who did my check in February wasn't an FAA TRE, but I think the check might be validated by the FAA anyway. I'll post the outcome of my inquiry here later in the week.
The general rule is that any training provided overseas by an appropriately qualified instructor in the oversease country counts towards an FAA qualification, however (a big 'however'), only an FAA qualified person can provide a sign-off. An FAA qualified person is someone who holds an appropriate qualification issued under 14 CFR ie an FAA certificate holder *or* who holds a letter of authority to give the sign-off (LoA is also issued by the FAA under the permissions of 14 CFR).
So, unless the person meets one of the above categories it's unlikely the FAA will allow it.
So, unless the person meets one of the above categories it's unlikely the FAA will allow it.
Last edited by Tinstaafl; 23rd Jun 2014 at 16:29.
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Hi guys, since the rules have now changed, would anyone be kind enough to give a brief summary of what is now required in order to get an FAA ATP? I have an EASA ATPL and would be converting at the same time as doing an initial type rating.
After only ever completing JAR/EASA based type ratings, how challenging is the oral exam required when doing an FAA type rating?
Thanks for your insight!!
After only ever completing JAR/EASA based type ratings, how challenging is the oral exam required when doing an FAA type rating?
Thanks for your insight!!
You have to complete an ATP Certificate Training Program, pass the written test, complete a ground and flight training program for the type and pass the oral and checkride.
My 727 oral was right at 2 hours, the 744 closer to 4. You have to be able to explain all the switches and lights in the cockpit, limitations, etc. Part of the training program is to get you ready for the oral and checkride, there shouldn't be anything new you haven't seen in training.
My 727 oral was right at 2 hours, the 744 closer to 4. You have to be able to explain all the switches and lights in the cockpit, limitations, etc. Part of the training program is to get you ready for the oral and checkride, there shouldn't be anything new you haven't seen in training.
