FAA ATP - post your questions here.

[rick1128]

Bahama,

Do you currently hold a FAA certificate? If you do, you will need to do a conversation. And there is a paperwork shuffle you will need to do. Go to the FAA website (FAA: Home) and follow the process. Since you have instrument privileges, you will need to take an instrument knowledge exam. I believe there is a specific exam for this, rather than the normal instrument knowledge exam. Then you will then visit a FAA Flight Standards District Office (FSDO) where you will present your documentation and be issued a private pilot certificate with an instrument rating. It will be tied to your national certificate. You will then do you ATP practical test and be issued an FAA ATP without restrictions.

Keep in mind that the ATP standards for the Airplane ATP will change in July 2014. Read FAR 61.155, 61.156, 61.157, and 61.159. All your SIC time does count but you will need some PIC time. If you have done Sim training in the Dash 8 make sure to is properly documented. Much if not all of it should count to meet the new requirements.

[MarkerInbound]

I think Rick meant to say if you don't currently hold a FAA certificate you can do a paper shuffle and get a private certificate without a checkride. You can take either the instrument foreign pilot written or the regular US pilot instrument written and get an instrument rating added without a checkride. And the FAA will put your Dash 8 rating on it.

There's really not much reason to do that unless you fall into one category. If you can show the person who trained you for the Oz Dash 8 rating held a FAA CFI, then when you get a regular FAA ATP, the Dash 8 rating will jump over to it. Otherwise, you may as well just do a regular FAA ATP when you reach 1500 hours.

As Rick says, the requirements for the ATP will change 1 August 14 so be sure you pass your written before then. You will have 24 months from when you pass the written to complete the checkride. Starting in August you will have to complete a ground school with three classroom days and a couple sim sessions just to sit the written.

[Check Airman]

Hello,

61.153 talks about the ATP requirements. Reading the regs, it looks like you may have to get a US commercial single or multi first. Not sure. You must also have an IR. I think you can get the IR without going through the full US training course.

Prior to getting your CPL, you'll need to convert your Australian certificate to a US cert. You'll only get PPL privileges though. Once that is complete, you can go on to seeing that you meet the requirements for the faa CPL and ATP.

All your flight time counts, none of the 50% stuff. If you like, you can post a picture of your logbook and we can have a look so we can tell you how your flight time will count under the faa system.

Lastly, you seem to be a Dash 8 FO. Forget about logging that PICUS stuff while you are acting as SIC. All your time in the right seat is logged as SIC, 61.51(e) notwithstanding.

[A Squared]

Originally Posted by Bahama Breeze

What options do I have in terms of doing the checkride? The majority of my multi IFR time is on the Dash 8 400 but I can't exactly go and rent one for a checkride!

There's nothing that would require you to take your ATP checkride in a Dash 8. Take it in whatever is available and economical. Piper Seminoles and Beech Duchesses are common.

Originally Posted by Bahama Breeze

Also, in Australia the 1500 hours must come from "aeronautical experience" whereas in the US I keep seeing "total time". The distinction I'm hoping you can clear up is whether or not copilot time counts fully towards the new FAA ATP 1500 hours, as in Australia copilot time is only 50%, so it's in essence taking me twice as long to reach that goal in the eyes of Australia.

Copilot time counts fully, except for those requirements which are specifically PIC experience.

Originally Posted by Part 61

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;

The Dash 8 requires 2 pilots, so you're covered there. This is just to exclude guys trying to use C-172 "copilot" time. So your time in the Dash 8 will count toward:

1500 hours total time
500 hours Cross Country
100 hours Night time
75 hours instrument time.

I would think that by the time you have 1500 hr, most of it flying the Dash 8, you'd have all that covered, with the possible exception of the instrument time.

Your Dash 8 time will not count toward:

250 hours PIC
100 hours Cross Country PIC
25 hours night PIC.

Depending on how you arrived at where you are, you may be lacking those requirements. If so, you need a plan for accomplishing that. Bear in mind that all of those can be logged in a C-152, there's no requirement for them to be multi-time, or even in an airplane, just in an aircraft.


As far as the knowledge test, Normally, at the moment all you need to do is have an instructor's endorsement that you have done a self study course. If you can figure out a way to get this done before August 1, it would save having to go through an ATP program. There are a number of test prep courses available commercially and of course there's always the route of just getting the books and studying. The ATP exam really isn't too difficult. The most challenging for you would probably be the Regulatory questions, weight and balance, or aerodynamics is the same in the US as it is in Australia. At any rate the Test prep courses will give you a sufficient number of sample questions that you'll know what you need to know for the exam.
As others have mentioned, once passed the knowledge test id good for 24 months, so that's something you could do well ahead of time, and is relatively simple and inexpensive (except for the part about getting to a US testing center)


As far as I can tell, the guys who are saying that you need to get a US Commercial certificate with Instrument rating are mistaken. According to this:

Originally Posted by Part 61

§61.153 Eligibility requirements: General.

To be eligible for an airline transport pilot certificate, a person must:

(a),(b),(c) not relevant to question at hand.

(d) Meet at least one of the following requirements:

(1), (2) Not relevant to you.

(3) Holds either a foreign airline transport pilot license with instrument privileges, or a foreign commercial pilot license with an instrument rating, that—

(i) Was issued by a contracting State to the Convention on International Civil Aviation; and

(ii) Contains no geographical limitations.

So, unless I'm missing something else here, it seems like your current Aus CPL and IR is all you need to enable you to take the ATP practical.

I wouldn't worry too much about trying to migrate your Dash 8 endorsement to you USA certificate. If you can turn that into a Dash 8 (SIC Only) type rating without too much effort, great, if not, no big loss. The SIC only type rating is a pretty useless thing, it doesn't confer any real privileges, and it's something that's handed out to anyone who qualifies as SIC at an airline. It was dreamed up a few years back to satisfy certain countries who require the SIC to hold a type rating. The US does not. Even if you were hired by another Dash 8 Operator, it wouldn't save them any time or money. They still have to put you through initial training anyway, and once they do that the SIC only type rating is only a pen stroke away.

Hope this helps.

[MarkerInbound]

And there's no requirement for an instructor's endorsement to take the ATP written. It's one of those you have to read between the lines things. There is a requirement for an instructor's sign off for the rec, private and commercial writtens listed in 61.96, .103 and .123 respectively. However in 61.153, the requirements for the ATP, the FAA left that part out. You don't even need a sign off for the checkride unless you fail the first time or you are getting a type rating. It was explained to me that by the time you get to the ATP level, you should know if you are ready for the written and checkride.

[A Squared]

Originally Posted by MarkerInbound

And there's no requirement for an instructor's endorsement to take the ATP written. It's one of those you have to read between the lines things. There is a requirement for an instructor's sign off for the rec, private and commercial writtens listed in 61.96, .103 and .123 respectively. However in 61.153, the requirements for the ATP, the FAA left that part out. You don't even need a sign off for the checkride unless you fail the first time or you are getting a type rating. It was explained to me that by the time you get to the ATP level, you should know if you are ready for the written and checkride.

Yes, you are correct. I read the requirement for an endorsement in 61.35 as a general requirement, but on second look it actually reads:

(a) An applicant for a knowledge test must have:

(1) Received an endorsement, if required by this part, from an authorized instructor ....


Like you say, it is required explicitly for the other certificates, but not for the ATP.

[Check Airman]

So, unless I'm missing something else here, it seems like your current Aus CPL and IR is all you need to enable you to take the ATP practical.

I stand corrected, thank you.

[Shiner Pilot]

A320

Hi,
I have an FAA ATP, I also have an EASA ATPL with the A320 on it, is there anyway I can put the A320 onto my FAA without doing a course at a school?

Would very much appriciate any advice.

Kind regards

SP

[MarkerInbound]

The short answer is "no." In post #245 above I explained how you can get a 61.75 "based on" private certificate and the type will be carried over "VFR ONLY." If you pass the regular instrument written you will have "US TEST PASSED" on it and will not have VFR restriction. Then if you get a regular commercial or ATP and if you can show the instructor who trained you for the foreign type rating was a FAA authorized instructor the type will transfer over. Since you already hold a FAA ATP you can't go back and get a 61.75 certificate.

While that path to transfer a type is outlined in the FAA guidance, I've never heard of it happening. I really can't see someone who trained overseas being able to reconstruct their training records to show their training was conducted by an FAA instructor. Maybe if a pilot had come to a 142 school here but only got the type on a foreign license then later got the 61.75 and then a regular certificate, they could say all the instructors at the 142 were FAA authorized so give me my type.

[Bahama Breeze]

Thank you to all of your replies.
Very helpful, most appreciated!
I will get the ATP written out of the way before Aug '14, and step-by-step manage the rest.

Happy new year!

[justasmallfire]

New ATP requirements

Does anybody know if the new requirements of groundschool and simulator training thats about to come in will still be needed for someone doing FAA type rating training and ATP checkout?
Will the type rating groundschool and Sim training meet requirements or is it going to need to be a separate course?
Any Info appreciated.

[MarkerInbound]

Does anybody know if the new requirements of groundschool and simulator training thats about to come in will still be needed for someone doing FAA type rating training and ATP checkout?

Yes

Will the type rating groundschool and Sim training meet requirements or is it going to need to be a separate course?

In the 200+ pages explaining the Final Rule the FAA relates this to 135 and 121 operations. I haven't seen anything about 141 or 142 schools but I think the FAA would treat them the same. Remember that starting this coming August, you will have to complete the ATP CTP before you take the ATP written. The FAA says this traing must be separate from the training provided as 135 or 121 new hire training. What they do allow is if the air carrier provides the ATP CTP they can reduce some of the new hire training.

I'm thinking the same would apply at a 142 school for a Hawker or G-5 type. They could conduct an ATP CTP, send you to written testing center and when you come back, reduce some of the class time because they already covered the subjects. Bare in mind there will be a two year window until August 2016 where some ATP candidates may have completed an ATP CTP and some will have not so I don't think the training programs will change much until then.

Bottom line, if they is any chance you are going to try for a FAA ATP before August 2016, pass the written this July. You have 24 months from passing the written to completing the training and passing the checkride.

[justasmallfire]

New ATP requirements

Bottom line, if they is any chance you are going to try for a FAA ATP before August 2016, pass the written this July. You have 24 months from passing the written to completing the training and passing the checkride.

Thanks, 'Marker inbound' I've already completed written just getting last of the hours together before doing checkout.
I originally thought the extra course was needed before taking check out,though from your post it looks like a requirement before written.I have till November till written expires so will see what the Type rating school says when I'm ready.

[52N030W]

EASA ATP TO FAA ATP

Hi there.

I spend a lot of time to get familiar to the FAA system - but there are still some ..... here are some facts and figures:

holding the following license,

EASA / JAR ATPL
PIC A318 - 321
PIC B757 / B767
all valid, including a valid medical certificate

My total experience reads about 10.000h therefrom about 4.500 as PIC.

As there is a major change announced in FAA land, after July 31st, I'd like to "convert" my EASA ATP into an FAA ATP.

This is my scheme:

1st. Verify the Authenticity of a Foreign License, Rating, or Medical Certification.

2nd Taking the FAA ATP knowledge exam under part 121.
(Can anybody recommend any books, websites, other stuff to prepare ?) and,
(Do I need a FAA medical before doing the written test?)
(which test center do you recommend?)

3rd now I have plenty much time (24 month) to do a check ride, either on Airbus or Boeing, correct?

Let's assume it works and the above mentioned steps are correct. What would be the next steps? Should I go to a flight school, like Pan Am, and asking for some training on the specific type the pass the check ride?

For me it doesn't matter whether it is an full ATP or an restricted to fly Airbus only.
But, is it true that holders of an FAA ATP are allowed to conduct training on the specific type? Preferable on the type which is added to your license, without holding any instructor certificate?
In other words, if I would be a holder of a valid ATP including Airbus or Boeing type rating it would allow me to do training in a simulator, class D under FAA regulations?

Many, many thanks !!!!!

[A Squared]

TLD,

It's been a while since I took mine, but at the time you were allowed to bring a calculator with no memory, an E6b or similar plotter/slide rule, and you were also allowed to bring in certain approved electronic flight computers. In order to be approved, they had to not have memory. You weren't allowed to bring in any reference books.

I would be very surprised if you were allowed to bring in anything which has the capability of storing documents, such as an I-pad, I-phone, tablet, etc.

[MarkerInbound]

There is of course guidance in AC 60-11C about what you can use during the knowledge test. Nothing has changed this century so I'll bet it is the same as when A-Squared took his test. You can take a plotter or straight edge. You can take a calculator. And you can take an E6B. But you must be able to show there is nothing stored in memory in the calculator or electronic E6B. And you can not bring the instruction book for the calculator or E6B.

[justasmallfire]

ATP

@52N030W

So far I believe that I have to do:
- an FAA Medical
- ATP written
- ATP checkride (?)

FAA medical not needed for written but you will need for checkride and issue.
ATP written ,I found ASA books and software helpful(I had already finished UK CAA ATPL exams and study) scored 91% on FAA part 121 written after 6 month study( mainly on differences between regs)
Checkride,with your experience I would look at doing a reduced training type rating,less hours needed and alot cheaper than european,the oral test I have heard is the most challenging.
You will also need TSA security clearance sorted.
I'm still trying to get my hours required but several of my colleagues have gone down a similar route recently.

[52N030W]

Many thanx

[Rheuma-Kai]

Hello,
I posses a FAA ATP with C56X endorsement besides my EASA ATPL.
Now I'd like to go to the US for some single engine privat flying.
Question is what to do to get a SEL/SEP privat privileges only into my FAA ATP.
Any recommendations to do this at Las Vegas area?
Thanks in advance!
Regards
Rheuma

[MarkerInbound]

Does your EASA license have a SEL rating? You would then have two options. You could:
Complete a TSA background check.
Have your CAA verify your license to the FAA.
Walk into a FAA FSDO and walk out with 61.75 certificate based on your EASA license.

Or you could:
Complete a TSA background check.
Pass a FAA medical exam.
Log at least three hours training for SEL PVT.
Pass a PVT SEL checkride and have the PVT SEL rating added to you FAA ATP.

If your EASA license does not have a SEL rating the second option will be the only way.