JAA/CAA/CASA/ICAO conversion to FAA
Do you want a single engine or multi engine ATP? Either will require 50 hours in class. Jack Brown Seaplanes in Florida cranks out a bunch of private and commercial SES ratings, I don't know if they do a SES ATP. And I don't know if they have a MES ATP program. There's really no reason for one since most SES jobs only require a commercial certificate. There is a Twin Beech on floats in Lake Havasu AZ that does the multi rating. I believe the Seaplane Pilot Association has a listing of seaplane training schools on their web site. I'm stuck behind the Great Firewall for a couple days so it's a pain to track info down. Most SES jobs are in Alaska. There was a recent article in the SPA magizine about an airline in Puerto Rico that was having a hard time getting pilots because they operate Twin Otters on floats under 121. There aren't that many pilots with 50 hours MES looking for a co-pilot job. And remember you will have to complete a ATP CTP for the MES ATP. None of the seaplane schools are approved to conduct that training.
The FAA has four classes of airplanes for the airplane ATP. SEL, MEL, SES and MES. For an airplane ATP you need 50 hours in the class airplane you want the ATP in. So are your float hours SE or ME?
You have 50+ hours MES in your logbook. You are good to go for the ATP MES. You'll need to have your CAA confirm to the the FAA that you hold an ATP, complete an ATP CTP, pass the ATP written, get some flight training and review what you missed on the written and pass a checkride. The good thing about doing the training and checking in a real airplane under part 61 is there is no required time for the training and ground school. When the instructor thinks you are ready for the ride they can sign you off.
Hi,
I currently hold an Australian CPL + CIR and FAA (foreign-based) PPL with SEA and MEA privileges. All the paperwork has been completed for verification of my aussie licence and I have a letter valid for six months.
I want to complete the minimum training/testing required for issue of a stand-alone FAA CPL (MEA) and complete the FAA Instrument Foreign Pilot (IFP) exam. This is also likely to be a prelude to conducting King Air training. Does anyone have a recommendation for a SEVIS-approved flight school where I could do this? I have found plenty online, but after a recommendation based on prior experience.
Thanks.
I currently hold an Australian CPL + CIR and FAA (foreign-based) PPL with SEA and MEA privileges. All the paperwork has been completed for verification of my aussie licence and I have a letter valid for six months.
I want to complete the minimum training/testing required for issue of a stand-alone FAA CPL (MEA) and complete the FAA Instrument Foreign Pilot (IFP) exam. This is also likely to be a prelude to conducting King Air training. Does anyone have a recommendation for a SEVIS-approved flight school where I could do this? I have found plenty online, but after a recommendation based on prior experience.
Thanks.
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Chaps and chapesses!
I currently have:
(i) Total time 600+hrs
(ii) EASA PPL & UK CAA IMC national rating (30 hours logged instrument time)
(iii) An FAA licence (issued "on the basis of" my EASA licence)
(iv) A Transport Canada PPL & ME (70 hours multi)
My primary objective is to obtain a stand-alone (i.e. not "on the basis of") FAA PPL & ME Instrument, as i undertake most of my flying in the USA nowadays (Europe is so expensive).
i have been advised that the expeditious (and economical) way to achieve this would be to
(i) Pitch up at a US flight school with
my FAA licence (issued "on the basis of" my EASA licence)
A current FAA second class medical
My current EASA licence together with my current EASA medical
A verification of a foreign licence document
(ii) Undertake training for a multi-instrument licence leading to MEI check-ride and, ultimately, a MEI endorsement to my existing FAA "on the basis of" licence.
(iii) Undertake and complete training for a Part 61 Multi-Engine Commercial Pilot Course, leading to an FAA CPL
The completion of the FAA CPL will lead to the issuance of a stand-alone, never to expire, FAA licence, i.e. no longer dependant on the validity of my EASA licence.
Does anyone out there have an opinion on the ins/outs rights/wrongs of this route?
many thanks, people
rmdr2
I currently have:
(i) Total time 600+hrs
(ii) EASA PPL & UK CAA IMC national rating (30 hours logged instrument time)
(iii) An FAA licence (issued "on the basis of" my EASA licence)
(iv) A Transport Canada PPL & ME (70 hours multi)
My primary objective is to obtain a stand-alone (i.e. not "on the basis of") FAA PPL & ME Instrument, as i undertake most of my flying in the USA nowadays (Europe is so expensive).
i have been advised that the expeditious (and economical) way to achieve this would be to
(i) Pitch up at a US flight school with
my FAA licence (issued "on the basis of" my EASA licence)
A current FAA second class medical
My current EASA licence together with my current EASA medical
A verification of a foreign licence document
(ii) Undertake training for a multi-instrument licence leading to MEI check-ride and, ultimately, a MEI endorsement to my existing FAA "on the basis of" licence.
(iii) Undertake and complete training for a Part 61 Multi-Engine Commercial Pilot Course, leading to an FAA CPL
The completion of the FAA CPL will lead to the issuance of a stand-alone, never to expire, FAA licence, i.e. no longer dependant on the validity of my EASA licence.
Does anyone out there have an opinion on the ins/outs rights/wrongs of this route?
many thanks, people
rmdr2
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Pretty sure you just need a 3rd class medical to train and take checkrides and that you only need a 2nd class for actual commercial ops. Could be wrong but that's what I've always understood. Maybe someone else can pitch in to confirm that.
I'm confused -
The one country the FAA will do a license conversion with is Canada. Since you hold a private MEL TC license the FAA will issue you a regular PVT certificate MEL with some paper shuffling from TC, getting at least a third class medical (the only time I can think of when the FAA requires a medical and you're not in an aircraft) and pass a special 30 question Canadian pilot written test. Since it doesn't look like you have an instrument rating on your TC license you would then have to pass the instrument written and complete a course of training for the checkride to add INSTRUMENT AIRPLANE to your certificate.
But then you say -
For that your plan is basically correct. You'll need to withstand a TSA background check, have your CAA confirm your license status to the FAA, as BanjoDrone points out get at least a third class medical. (Your EASA medical is pretty much irrelevant at this point. I think you could take the instrument checkride on your 61.75 certificate with the EASA medical but you'll need the FAA medical for the commercial ride and you don't want to confuse the issue anymore than necessary.) Pass the regular instrument rating written (don't do the Foreign Pilot one, it won't transfer) and complete training for the instrument checkride and pass the checkride. Your 61.75 certificate will then be reissued with INSTRUMENT AIRPLANE - US TEST PASSED. Then pass the commercial written, train and pass the commercial checkride and you'll have a regular FAA certificate and INSTRUMENT AIRPLANE will be added.
My primary objective is to obtain a stand-alone (i.e. not "on the basis of") FAA PPL & ME Instrument, as i undertake most of my flying in the USA nowadays (Europe is so expensive).
The one country the FAA will do a license conversion with is Canada. Since you hold a private MEL TC license the FAA will issue you a regular PVT certificate MEL with some paper shuffling from TC, getting at least a third class medical (the only time I can think of when the FAA requires a medical and you're not in an aircraft) and pass a special 30 question Canadian pilot written test. Since it doesn't look like you have an instrument rating on your TC license you would then have to pass the instrument written and complete a course of training for the checkride to add INSTRUMENT AIRPLANE to your certificate.
But then you say -
(iii) Undertake and complete training for a Part 61 Multi-Engine Commercial Pilot Course, leading to an FAA CPL
For that your plan is basically correct. You'll need to withstand a TSA background check, have your CAA confirm your license status to the FAA, as BanjoDrone points out get at least a third class medical. (Your EASA medical is pretty much irrelevant at this point. I think you could take the instrument checkride on your 61.75 certificate with the EASA medical but you'll need the FAA medical for the commercial ride and you don't want to confuse the issue anymore than necessary.) Pass the regular instrument rating written (don't do the Foreign Pilot one, it won't transfer) and complete training for the instrument checkride and pass the checkride. Your 61.75 certificate will then be reissued with INSTRUMENT AIRPLANE - US TEST PASSED. Then pass the commercial written, train and pass the commercial checkride and you'll have a regular FAA certificate and INSTRUMENT AIRPLANE will be added.
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Neo FAA ATP writtens
Anyone with a gouge for the new ATP erittens? Are there any test prep materials out there.Even schools dont seem to have test prep data base yet!
Is it similar to JAA/ EASA in irs questions?
Are Electronic E6B phone Apps alliwed in liew of the whiz wheel or Electronic E6B computer?
What is entailed in the CTP? Its not a type rating..so is it like MCC and jet conversion combined? Is it done only in the 737 (CL or NG?) or on any jet sim available? Xan you choose which sim in case one us available for which you are rated or experienced in?Why is it referred to as a FAA Multi Engine CTP?Can the Sim training used if coincident to a jet rating you already hold but have not used for a year qualify you as recent on sim?
This new FAA is now going to gain the same notoriety as some other license whose name is known without mention .
Is it similar to JAA/ EASA in irs questions?
Are Electronic E6B phone Apps alliwed in liew of the whiz wheel or Electronic E6B computer?
What is entailed in the CTP? Its not a type rating..so is it like MCC and jet conversion combined? Is it done only in the 737 (CL or NG?) or on any jet sim available? Xan you choose which sim in case one us available for which you are rated or experienced in?Why is it referred to as a FAA Multi Engine CTP?Can the Sim training used if coincident to a jet rating you already hold but have not used for a year qualify you as recent on sim?
This new FAA is now going to gain the same notoriety as some other license whose name is known without mention .
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ATP written expires next May....
Hi Guys and Girls
I have a European ATP (EASA ATPL). I took the FAA ATP ground exam last year so it expires next year in May.
My plan was to put a G650 on it and use this initial course for the issue of the ATP but that is now delayed until after next May.
So, here's the question! Can I go and do a seaplane rating and get an FAA ATP issued on the basis of that and my written exam?
My intention would be to have either the G650 or my current types G550 & GLEX added later.
Thanks for your advise
I have a European ATP (EASA ATPL). I took the FAA ATP ground exam last year so it expires next year in May.
My plan was to put a G650 on it and use this initial course for the issue of the ATP but that is now delayed until after next May.
So, here's the question! Can I go and do a seaplane rating and get an FAA ATP issued on the basis of that and my written exam?
My intention would be to have either the G650 or my current types G550 & GLEX added later.
Thanks for your advise
185 -
If you get a Multiengine Sea ATP before your ATP written expires you're good to go. If you get a Single Engine Sea ATP you'll have to complete the CTP and pass the new multiengine ATP written before you can be issued a FAA ATP with a multi class rating. You could also do the ATP in a Barron or PA-34 and then add the Gulfstream ratings later.
VC-10 Tail
They only allow simple calculators with no memory. Phones are not allowed in the testing rooms.
I have no idea what is involved in a MCC or jet conversion class. The CTP can be done in whatever sim is listed in the Training Center's authorization. I know of a TC using RJs and MD-80s and thinking of adding 744s.
If you find a TC using a type you are rated in it would be between you and the TC to see which sim is used.
I've never heard of the CTP being called the FAA Multiengine CTP and searching for that term doesn't bring it up. However since it is required for a FAA ME ATP I can see where people might call it that.
The sim training outlined for the CTP and the maneuvers normally required during a recurrent class only overlap in a few areas so I don't think anyone will count it as recurrent.
If you get a Multiengine Sea ATP before your ATP written expires you're good to go. If you get a Single Engine Sea ATP you'll have to complete the CTP and pass the new multiengine ATP written before you can be issued a FAA ATP with a multi class rating. You could also do the ATP in a Barron or PA-34 and then add the Gulfstream ratings later.
VC-10 Tail
They only allow simple calculators with no memory. Phones are not allowed in the testing rooms.
I have no idea what is involved in a MCC or jet conversion class. The CTP can be done in whatever sim is listed in the Training Center's authorization. I know of a TC using RJs and MD-80s and thinking of adding 744s.
If you find a TC using a type you are rated in it would be between you and the TC to see which sim is used.
I've never heard of the CTP being called the FAA Multiengine CTP and searching for that term doesn't bring it up. However since it is required for a FAA ME ATP I can see where people might call it that.
The sim training outlined for the CTP and the maneuvers normally required during a recurrent class only overlap in a few areas so I don't think anyone will count it as recurrent.
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CTP
Thanks Marker inbound.
What sort of maneuvers were you referring to that might partially overlap with refresher?
Is the CTP more like MCC JET conversion then?
Any idea wjo I can train with that might have database for current ATP writtens? Is it more similar to JAA excepting the FARs 121/135?
Dont they evem allow the elwctronic non lrogrammable nav calculators previously allowed for commercial and Ppl? Like Sportys or Pathfinder?
Cheers..
What sort of maneuvers were you referring to that might partially overlap with refresher?
Is the CTP more like MCC JET conversion then?
Any idea wjo I can train with that might have database for current ATP writtens? Is it more similar to JAA excepting the FARs 121/135?
Dont they evem allow the elwctronic non lrogrammable nav calculators previously allowed for commercial and Ppl? Like Sportys or Pathfinder?
Cheers..
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Check ride dilemma
Hi all,
So I've found several places that will do my ATP-CTP, and then after that I can sit my FAA ATP exam in order to convert my CASA CPL-MECIR to FAA...BUT, I can't find anywhere that will do my ATP check ride in the EMB-120. Flight safety (in Atlanta) "will" do it, but they want $14300 from me to do a "prior experience" course! What a joke, I could do a 737 or A320 TR for that kind of money, and I have over 1000 hours on the Braz (120), so doing 12 hours in a sim and 12 hours ground school would be bit of a waste of time.
What I really want is to do my ATP CTP, sit the Exam, do the ATP check ride on the EMB-120. Does anyone know anyone or anything that can help me? Maybe an airline in the US might be able to do the checkride for me? I don't mind paying, but $14300 ridiculous.
I'm open to other suggestions too, my goal is an FAA ATP, I don't care where or on which aircraft I do the check ride as long as it is cheap ;-) .
Thanks all
Safe Skies :-)
So I've found several places that will do my ATP-CTP, and then after that I can sit my FAA ATP exam in order to convert my CASA CPL-MECIR to FAA...BUT, I can't find anywhere that will do my ATP check ride in the EMB-120. Flight safety (in Atlanta) "will" do it, but they want $14300 from me to do a "prior experience" course! What a joke, I could do a 737 or A320 TR for that kind of money, and I have over 1000 hours on the Braz (120), so doing 12 hours in a sim and 12 hours ground school would be bit of a waste of time.
What I really want is to do my ATP CTP, sit the Exam, do the ATP check ride on the EMB-120. Does anyone know anyone or anything that can help me? Maybe an airline in the US might be able to do the checkride for me? I don't mind paying, but $14300 ridiculous.
I'm open to other suggestions too, my goal is an FAA ATP, I don't care where or on which aircraft I do the check ride as long as it is cheap ;-) .
Thanks all
Safe Skies :-)
There are only 2 EMB-120 sims on the FAA simulator list, both owned by Flight Safety, so they'll charge what they think they can get. As you say, you can get a 737 rating for about 8 grand because there is lots of competition. Cheapest would be to thrash around 4 or 5 hours in a PA-44 and then take the checkride.
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faa single engine atp knowledge test
due to my country regulation i need a certificate of atpl knowledge test
(CERTIFICATE OF KNOWLEDGE TEST PASS ONLY ). If there is seperate test for se atp and me atp in faa then i can save time and money by giving the SE ATP knowledge test without doing CTP .
need ur help
thankyou
(CERTIFICATE OF KNOWLEDGE TEST PASS ONLY ). If there is seperate test for se atp and me atp in faa then i can save time and money by giving the SE ATP knowledge test without doing CTP .
need ur help
thankyou