JAA/CAA/CASA/ICAO conversion to FAA

[MarkerInbound]

Yes. The old ATP airplane written test is gone. There are now two tests, ATM and ATS. The ATM requires a training course before you take the test. You can study on your own and take the ATS when you feel ready.

[lukla]

so now just register for ats , go to the desired test center and take the test ? thats it !!

thankyou markerinbound for the reply

[MarkerInbound]

Well, I'd study for it a bit first. But yes, walk in, pay for the test, take the test and walk out with results.

[In thrust i trust]

Ladies & Gents,

I hope you can help with this set of circumstances:

I currently have an EASA CPL/ME IR and soon will have a MCC. 850Hrs total time including 400Hrs Jet Turbine (Military).

In a couple of years I will move to the USA under the Green Card system. Therefore I would like to convert my licenses to FAA to allow me to work for the US airlines.

By that time I should have at least 1500hrs.

Has anyone here done this conversion or have any advice on the most efficient way to do this and recommended schools? (Ideally Cali/Nevada/Arizona)

I probably will not do any converting until I am settled in the USA but open to ideas.

Thanks in advance.

[bafanguy]

In thrust i trust,

You should find a "target rich" environment here. What kind of jet time do you have ? Much of it PIC ?

Can't get here any sooner than two years ? Probably wise to knock out the FAA tickets ahead of your arrival.

Good luck in the hunt.

[Fben]

Hey guys,

My profile is similar to some but still kinda different so here I go:

1800 TT, valid EASA CPL, IR/ME. Expired A320 TR with no experience on type (except base training)

I'd like the 3 following :
1) Getting an FAA ATP
2) Renewing my EASA A320 TR
3) Getting an FAA A320

If I've done my research properly, I need to take an ATP CTP course ($5000), then train through an A320 course ($12000), then during my check ride, the examiner can stamp my ATP check ride along my A320 Checkride right ? And if I find an examiner with EASA priviledges he can also renew my EASA TR?

If I disregard the A320 and just want to get the FAA ATP, what would be the cheapest way to get that?

Thanks

[angelorange]

Clarification Request

OK passed ATP writtens before the 2014 deadline but they run out this June.

Have FAA verifcation letter of EASA ATPL, IR, Medical, etc

Also have FAA Private MEL since mid 1990s but not exercised those privileges since then.

Some confusion over TSA requirements:

1. Some schools say not needed due initial FAA licence issue
2. Others say it's needed as ATP flight test is effectively also an Instrument rating.

3. Another potential spanner in the works: one examiner says holding an existing FAA Private makes EASA route invalid?


Advice appreciated.

Thanks.

[Marlon Brando]

Hello,

If someone can help me on this one.

I hold a EASA CPL ME IR, and I want a FAA CPL ME IR.
I know that i need to pass all the written an flying tests. I already have the minimum requirements.

But do I need a letter of verification of foreign licence from the CAA to start the training with a us flight school, as I have also a FAA Ppl (based on my easa licence ) ?

Thanks

[MarkerInbound]

Yes. Because you are using the 61.75 certificate based on your EASA license to fulfill the requirement to hold a FAA private certificate before you apply for the commercial, the FAA needs to know that your EASA license is valid and therefore your FAA private is valid.

[Marlon Brando]

Thanks.

I called a flight school, they say the same thing...

I only have the multi engine rating on my CPL, no more single engine, I let it expired and don't have it anymore.

Will I be the same on my FAA PPL ?

[MarkerInbound]

Yes, your 61.75 certificate only allows you to what your EASA license allows you do. If your EASA license no longer allows you to fly single engine airplanes you can not fly single engine airplanes using your FAA certificate.

[Marlon Brando]

Thank you MarkerInbound, that's helpfull.
I've called the FAA in Oklahoma city several times, but there is always to many people on the line, please callback later...

Do you have any idea of what should I do to fly singles ?
A checkride is enough ?

My aim is to do the IR practical test in a single and a CPL ME practical test on a twin after that, to make it cheaper

[MarkerInbound]

No, it's not going to be that simple. You will have to go through most of the steps a beginning student would. You will need the TSA background check. You'll need at least a third class medical. You'll need to pass the private written. You won't need the student pilot certificate if you're not going to fly solo. And you'll have to meet the hour requirements of subpart E of Part 61. I'm guessing you'll have the 20 hours of solo logged. There's also a requirement for 20 hours dual instruction. Three hours night, three hours X-C, three hours instrument and three hours prep for the checkride. And eight more hours. This part gets tricky. The three hours prep for the checkride you'll have to do here. The FAA allows instruction given by foreign instructors in a foreign country to count but the training has to cover what the FFA requires. For example the 3 hours night training has to include a X-C of at least 100 miles. Even if you have 5 hours night dual, if you don't have the 100 mile X-C you'll have to fill that square. Same with the instrument training. There is a list in 61.109 of items to teach. If you can't show those items were covered in you EASA training you'll have to complete them with a FAA CFI.

[MarkerInbound]

Also you will have to show how you handed an engine failure under the hood and perform a a single instrument approach during the commercial checkride. Other wise your IR will be limited to single engine only. It's not like the old days when a single IR checkride covered both SE and ME.

[Marlon Brando]

Ok, thanks.

Looks like i'm going to do everything in twins. It will be faster for almost the same i may need less hours of training.
Will see the details with the school.

Thanks for your help

[How2gra]

Marlon Brandon may I ask which school you are dealing with. Because I want to convert my icao CPL to faa CPL. Check with sunset aviation and they want over 8000 to do convention.

[custardpsc]

Marlon B -

>I have also a FAA Ppl (based on my easa licence )

if you already have a 61.75 faa ppl you absolutely don't need a letter of verification. Letters of verification are for people getting 61.75, not people who already have them... ( but be aware that the 'based on' licence number written on it must match exactly your current easa licence, or it isn't valid and you will need to do teh whole process again, including verification of your easa licence) but the rest of the advice from Marker Inbound is very good. You will need TSA as it is an initial FAA licence ( the 61.75 doesn't count) . You will need to read 61.123 and 61.129 in every detail and those are your bibles to getting the rating issued. It is those parts that the DPE will use to accept you for the check ride. If you are using your 61.75 for any time you are flying solo, it can be used with your easa medical, but by the time you get to the checkride you will need a faa medical.

[Marlon Brando]

My FAA PPL is based on my old, not existing anymore easa ppl.
now I have a easa cpl, with a different number.

[Marlon Brando]

By the way, I have an other question

If you hold the cpl written exam already, do you have to pass the ppl written test ?

[MarkerInbound]

You will have to pass the private written test to get the private certificate. The commercial written does not count as the private written.