FAA ATP - post your questions here.
Since it is a requirement to be able to read, speak and understand the English language to hold a FAA pilot (or flight engineer) certificate, all pilot and F/E certificates are issued with the ENGLISH PROFICIENT limitation.
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Hello everyone,
Does any of you know if there is any FSDO outside of the US, lets say Korea or Japan. Im thinking of starting my license conversion.
For that i need first a "validation and verification of a foreign license" which must be done by an FSDO, at the moment I fly in Singapore and there is no FSDO in here and since Im not planning any trip soon to the US I will not be able to pick up that paper myself.
Is there anyway to go around that or give a different office?
regards.
Does any of you know if there is any FSDO outside of the US, lets say Korea or Japan. Im thinking of starting my license conversion.
For that i need first a "validation and verification of a foreign license" which must be done by an FSDO, at the moment I fly in Singapore and there is no FSDO in here and since Im not planning any trip soon to the US I will not be able to pick up that paper myself.
Is there anyway to go around that or give a different office?
regards.
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Atila - there is a way to do part of what you require outside of the USA, but it is very limited. Actually any designated FAA pilot examiner with a 'foreign pilot' designation can do some types of foreign licence conversion or verification . There are some around in foreign countries but the only one I am actually aware of is in the UK and from memory he charges $450 for foreign licence verification / 61.75 issue
Not sure what you are converting to what but the short and easy answer is - sorry but it sounds like you need to go to the USA. You can get the verification letter done before you leave by fax, then book a FSDO appointment once you have it. You will need to nominate a fsdo to receive the copy of the letter, although if you have to change fsdo it can be refaxed
Not sure what you are converting to what but the short and easy answer is - sorry but it sounds like you need to go to the USA. You can get the verification letter done before you leave by fax, then book a FSDO appointment once you have it. You will need to nominate a fsdo to receive the copy of the letter, although if you have to change fsdo it can be refaxed
Last edited by custardpsc; 8th Jun 2013 at 13:20.
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Reason why lots of schools don't do SE ATP is the lack of training I.F. rated complex single engine aeroplanes. You need a VP, retrac with flaps that is I.F. certified for a SEL ATP test.
You don't need a complex airplane for the SEL ATP. You've already shown you can handle a complex airplane during the commercial checkride. You can fly the SEL ATP ride in a J-3 if it has the boxes to shoot three diiferent types of approaches. Most CE-172s fit the bill. Certainly no shortage of them.
I think the reason few puppy mill schools do the SEL ATP is "what's the use?" There's no reg requiring a SEL ATP. I did mine because the 24 months on my written has coming up and it was cheaper (and easier) than a MEL ride.
I think the reason few puppy mill schools do the SEL ATP is "what's the use?" There's no reg requiring a SEL ATP. I did mine because the 24 months on my written has coming up and it was cheaper (and easier) than a MEL ride.
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Federal Aviation Administration - Designee Locator
I think all ATP examiners can do SE. But they are restricted to specific ME types, which are listed for them. As previously stated, fixed gear was fine (well, 20 years ago anyway), just need IFR equip.
Find a school in an area that you want to do it at, and have them ask one of the examiners they recommend or contact the examiner yourself. Most have probably never done a SE, but should be willing to give it a try.
I think all ATP examiners can do SE. But they are restricted to specific ME types, which are listed for them. As previously stated, fixed gear was fine (well, 20 years ago anyway), just need IFR equip.
Find a school in an area that you want to do it at, and have them ask one of the examiners they recommend or contact the examiner yourself. Most have probably never done a SE, but should be willing to give it a try.
Something to consider: If you do the test in an amphibian and do landings & splashes in the test you can gain both SEL & SES from the one flight test. You'll have to do the water training of course, but it's a way to have a bit of fun & get two qualifications out of it. If you apply for it, Oz CASA will add a floatplane &/or floating hull endorsement (depending on what you flew in the USA) based on the FAA SES.
I did my ATP-SEL/SES in a C180 amphib based at Flagler County Airport in Florida. The bloke's name is Trip Wacker. I think he has an amphib Maule and an ambhib Beaver now . Really good fun. Bear in mind that mine was an add-on to my ATP-MEL so the ground questioning wasn't as involved as an initial issue.
I did my ATP-SEL/SES in a C180 amphib based at Flagler County Airport in Florida. The bloke's name is Trip Wacker. I think he has an amphib Maule and an ambhib Beaver now . Really good fun. Bear in mind that mine was an add-on to my ATP-MEL so the ground questioning wasn't as involved as an initial issue.
Last edited by Tinstaafl; 12th Jun 2013 at 16:17.
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So I rang casa (three times over past two weeks) asking info regarding converting single engine ATP to casa atpl , everytime the reply I get is they are not sure if it is possible to convert FAA single engine to casa atpl and they don't think it's ever been done before !!
Might as well be safe and do a twin engine ATP I guess
Might as well be safe and do a twin engine ATP I guess
I did mine years ago, before the idiotic TSA insecurity 
came into effect however...
* Check your logbook against the FAR requirements for the ATP. Make sure you check the definitions for the required flight times eg cross country.
* Jump through the stupid TSA crap. This means you'll need to go to a SEVIS approved school ie one that can take foreign students.
* As well as get CASA confirmation of your licence
* Do a Class 3 medical. Class 3 is for private ops & adequate for a flight test ('checkride' in USA language). You would need a Class 2 or Class 1 medical for charter or airline work, respectively.
* Pass the single, multi choice ATP theory exam. You can self study from a number of available publications. Gleim, ASA, Jeppessen & King publish stuff for the exam. The exam is easy! I found the most difficult part was remembering vis. & alternate requirements in statute miles & fractions. And the variety of approach light systems!
* Do the checkride**. You don't need an instructor recommendation to sit the initial ATP flight test but if you fail you'll need to do remedial training & have a recommendation. I *strongly* recommend you do a bit of training before your 1st test. They do things differently here. Procedures & practices are based on US 'TERPS', not ICAO. Sort of similar but with traps...
**Like Oz, the US checkride involves application level questions about the licence/certificate. Make sure you know your stuff. Don't pass the questions, don't get to fly.
Buy (or download from the FAA) a Practical Test Standard (PTS). It gives chapter & verse about the requirements of the checkride.
Be aware that US licences are segregated by level, category & class.
Level -= ATP, Commercial & Private.
Category = fixed wing, rotary wing, glider, balloon.
Class (for fixed wing) = Single Engine Land (SEL), Single Engine Sea (SES), Multi Engine Land (MEL), & Multi Engine Sea (MES)
A flight test in one class of aircraft will only give a licence for that class of aircraft. You would have to do another test (at whatever licence level) to add another class. For example, you could do a commercial test in a multi engine land & an ATP test in a single engine sea and would be limited to commercial privileges in the MEL in spite of holding an ATP for a SES - and not be permitted to fly a SEL or MES.
came into effect however...* Check your logbook against the FAR requirements for the ATP. Make sure you check the definitions for the required flight times eg cross country.
* Jump through the
stupid TSA crap. This means you'll need to go to a SEVIS approved school ie one that can take foreign students.* As well as get CASA confirmation of your licence
* Do a Class 3 medical. Class 3 is for private ops & adequate for a flight test ('checkride' in USA language). You would need a Class 2 or Class 1 medical for charter or airline work, respectively.
* Pass the single, multi choice ATP theory exam. You can self study from a number of available publications. Gleim, ASA, Jeppessen & King publish stuff for the exam. The exam is
easy! I found the most difficult part was remembering vis. & alternate requirements in statute miles & fractions. And the variety of approach light systems!* Do the checkride**. You don't need an instructor recommendation to sit the initial ATP flight test but if you fail you'll need to do remedial training & have a recommendation. I *strongly* recommend you do a bit of training before your 1st test. They do things differently here. Procedures & practices are based on US 'TERPS', not ICAO. Sort of similar but with traps...
**Like Oz, the US checkride involves application level questions about the licence/certificate. Make sure you know your stuff. Don't pass the questions, don't get to fly.
Buy (or download from the FAA) a Practical Test Standard (PTS). It gives chapter & verse about the requirements of the checkride.
Be aware that US licences are segregated by level, category & class.
Level -= ATP, Commercial & Private.
Category = fixed wing, rotary wing, glider, balloon.
Class (for fixed wing) = Single Engine Land (SEL), Single Engine Sea (SES), Multi Engine Land (MEL), & Multi Engine Sea (MES)
A flight test in one class of aircraft will only give a licence for that class of aircraft. You would have to do another test (at whatever licence level) to add another class. For example, you could do a commercial test in a multi engine land & an ATP test in a single engine sea and would be limited to commercial privileges in the MEL in spite of holding an ATP for a SES - and not be permitted to fly a SEL or MES.
Last edited by Tinstaafl; 14th Aug 2013 at 03:57.
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ATP PIC Time
I currently hold a valid ICAO CPL license with A318/319/320/321 and A330 rating. I'm interested in getting a FAA ATP. My total flying time is 3800 hours as SIC and I'm currently flying in an airline.
I already have my FAA verification letter and I tried scheduling my ATP course in ALL ATPS in Fort Lauderdale, unfortunately they won't allow me to take the course because I don't fulfill the requires hours for PIC time, I currently have the 100 solo flight time.
As reading FAR 61.159:
(c) A commercial pilot may credit the following second-in-command flight time or flight-engineer flight time toward the 1,500 hours of total time as a pilot required by paragraph (a) of this section:
(1) Second-in-command time, provided the time is acquired in an airplane—
(i) Required to have more than one pilot flight crewmember by the airplane’s flight manual, type certificate, or the regulations under which the flight is being conducted;
(ii) Engaged in operations under subpart K of part 91, part 121, or part 135 of this chapter for which a second in command is required; or
(iii) That is required by the operating rules of this chapter to have more than one pilot flight crewmember.
My question is if I can convert the flight hours I have as SIC of A318/319/320/321 and A330 to complete the extra 150 hours I need for PIC time in order to fulfill my requirements.
I tried explaining ALL ATPs about the regulation but they told me that they don't do such conversion, I'm confused because maybe I'm misinterpretating the regulation.
I would appreciate anybody who can help with this problem or maybe point me out to a Flight School in Miami who doesn't have a problem converting my hours if it can be done.
I already have my FAA verification letter and I tried scheduling my ATP course in ALL ATPS in Fort Lauderdale, unfortunately they won't allow me to take the course because I don't fulfill the requires hours for PIC time, I currently have the 100 solo flight time.
As reading FAR 61.159:
(c) A commercial pilot may credit the following second-in-command flight time or flight-engineer flight time toward the 1,500 hours of total time as a pilot required by paragraph (a) of this section:
(1) Second-in-command time, provided the time is acquired in an airplane—
(i) Required to have more than one pilot flight crewmember by the airplane’s flight manual, type certificate, or the regulations under which the flight is being conducted;
(ii) Engaged in operations under subpart K of part 91, part 121, or part 135 of this chapter for which a second in command is required; or
(iii) That is required by the operating rules of this chapter to have more than one pilot flight crewmember.
My question is if I can convert the flight hours I have as SIC of A318/319/320/321 and A330 to complete the extra 150 hours I need for PIC time in order to fulfill my requirements.
I tried explaining ALL ATPs about the regulation but they told me that they don't do such conversion, I'm confused because maybe I'm misinterpretating the regulation.
I would appreciate anybody who can help with this problem or maybe point me out to a Flight School in Miami who doesn't have a problem converting my hours if it can be done.
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You are misinterpreting the rules. You need 250 hours of PIC. Your SIC counts towards the 1500 total time, but does not count towards the 250 PIC requirement unless you were acting as PIC and logged it as such...
(3)
Sec. 61.159 Aeronautical experience: Airplane Category rating.
(a) A person who is applying for an airline transport pilot certificate with an airplane category and class rating must have at least 1,500 hours of total time as a pilot that includes at least:
(1) 500 hours of cross-country flight time.
(2) 100 hours of night flight time.
(3) 75 hours of instrument flight time, in actual or simulated instrument conditions:
(i) An applicant may not receive credit for more than a total of 25 hours of simulated instrument time in a flight simulator or flight training device.
(ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(3) if the training was accomplished in a course conducted by a training center certificated under part 142.
(4) 250 hours of flight time in an airplane as a pilot in command, or as second in command performing the duties and functions of a pilot in command while under the supervision of a pilot in command or any combination thereof, which includes at least:
(i) 100 hours of cross-country flight time ; and
(ii) 25 hours of night flight time.
(5) Not more than 100 hours of the total aeronautical experience requirements of paragraph (a) of this section may be obtained in a flight simulator or flight training device that represents an airplane, provided this aeronautical experience was obtained in an approved course conducted by a training center certificated under part 142.
(b) A person who has performed at least 20 night takeoffs and landings to a full stop may substitute each additional night takeoff and landing to a full stop for 1 hour of night flight time to satisfy the requirement of paragraph (a) however, not more than 25 hours of night flight time may be credited in this manner.
Sec. 61.159 Aeronautical experience: Airplane Category rating.
(a) A person who is applying for an airline transport pilot certificate with an airplane category and class rating must have at least 1,500 hours of total time as a pilot that includes at least:
(1) 500 hours of cross-country flight time.
(2) 100 hours of night flight time.
(3) 75 hours of instrument flight time, in actual or simulated instrument conditions:
(i) An applicant may not receive credit for more than a total of 25 hours of simulated instrument time in a flight simulator or flight training device.
(ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(3) if the training was accomplished in a course conducted by a training center certificated under part 142.
(4) 250 hours of flight time in an airplane as a pilot in command, or as second in command performing the duties and functions of a pilot in command while under the supervision of a pilot in command or any combination thereof, which includes at least:
(i) 100 hours of cross-country flight time ; and
(ii) 25 hours of night flight time.
(5) Not more than 100 hours of the total aeronautical experience requirements of paragraph (a) of this section may be obtained in a flight simulator or flight training device that represents an airplane, provided this aeronautical experience was obtained in an approved course conducted by a training center certificated under part 142.
(b) A person who has performed at least 20 night takeoffs and landings to a full stop may substitute each additional night takeoff and landing to a full stop for 1 hour of night flight time to satisfy the requirement of paragraph (a) however, not more than 25 hours of night flight time may be credited in this manner.
Last edited by zondaracer; 16th Aug 2013 at 21:52.
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ATP PIC TIME
Thank you zondaracer,
So I'm completely obligated to have 250 PiC time. Another question, how does the rule of "second in command performing the duties and functions of a pilot in command while under the supervision of a pilot in command" work?
Do these hours have to be logged different? Cause everytime I'm PF on Airbus I'm under the supervision of Pilot in command.
Thanks
So I'm completely obligated to have 250 PiC time. Another question, how does the rule of "second in command performing the duties and functions of a pilot in command while under the supervision of a pilot in command" work?
Do these hours have to be logged different? Cause everytime I'm PF on Airbus I'm under the supervision of Pilot in command.
Thanks
Yes, it's different. It has to be part of a training program. It's in 61.51 -
(1) A sport, recreational, private, commercial, or airline transport pilot may log pilot in command flight time for flights—
(iv) When the pilot performs the duties of pilot in command while under the supervision of a qualified pilot in command provided—
(A) The pilot performing the duties of pilot in command holds a commercial or airline transport pilot certificate and aircraft rating that is appropriate to the category and class of aircraft being flown, if a class rating is appropriate;
(B) The pilot performing the duties of pilot in command is undergoing an approved pilot in command training program that includes ground and flight training on the following areas of operation—
(1) Preflight preparation;
(2) Preflight procedures;
(3) Takeoff and departure;
(4) In-flight maneuvers;
(5) Instrument procedures;
(6) Landings and approaches to landings;
(7) Normal and abnormal procedures;
(8) Emergency procedures; and
(9) Postflight procedures;
(C) The supervising pilot in command holds—
(1) A commercial pilot certificate and flight instructor certificate, and aircraft rating that is appropriate to the category, class, and type of aircraft being flown, if a class or type rating is required; or
(2) An airline transport pilot certificate and aircraft rating that is appropriate to the category, class, and type of aircraft being flown, if a class or type rating is required; and
(D) The supervising pilot in command logs the pilot in command training in the pilot’s logbook, certifies the pilot in command training in the pilot’s logbook and attests to that certification with his or her signature, and flight instructor certificate number.
(1) A sport, recreational, private, commercial, or airline transport pilot may log pilot in command flight time for flights—
(iv) When the pilot performs the duties of pilot in command while under the supervision of a qualified pilot in command provided—
(A) The pilot performing the duties of pilot in command holds a commercial or airline transport pilot certificate and aircraft rating that is appropriate to the category and class of aircraft being flown, if a class rating is appropriate;
(B) The pilot performing the duties of pilot in command is undergoing an approved pilot in command training program that includes ground and flight training on the following areas of operation—
(1) Preflight preparation;
(2) Preflight procedures;
(3) Takeoff and departure;
(4) In-flight maneuvers;
(5) Instrument procedures;
(6) Landings and approaches to landings;
(7) Normal and abnormal procedures;
(8) Emergency procedures; and
(9) Postflight procedures;
(C) The supervising pilot in command holds—
(1) A commercial pilot certificate and flight instructor certificate, and aircraft rating that is appropriate to the category, class, and type of aircraft being flown, if a class or type rating is required; or
(2) An airline transport pilot certificate and aircraft rating that is appropriate to the category, class, and type of aircraft being flown, if a class or type rating is required; and
(D) The supervising pilot in command logs the pilot in command training in the pilot’s logbook, certifies the pilot in command training in the pilot’s logbook and attests to that certification with his or her signature, and flight instructor certificate number.
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So does it mean we can use picus to cover the remaining PIC time for FAA ATPL?
If yes can someone explain how should we log the time in logbook? Does it need an approval letter from airline we fly for?
If yes can someone explain how should we log the time in logbook? Does it need an approval letter from airline we fly for?
You can use PICUS for the 250 hours PIC time as outlined in my above post. It says the pilot logging the PICUS time has to be flying in an approved PIC training program. When the FAA says "approved" it means something the FAA has checked and found to be OK. The Instructor PIC would fill in the PICUS pilot's logbook with the items trained and and a note that it was PIC training and then sign the log entry including their CFI or ATP number.