EASA to FAA flight school
 

Hi everyone.

I already try the "search" engine but nothing match my question.

I hold a cpl ir me EASA, 300 hrs TT.
Got a job offer on a N plane in europe, i need a FAA CPL ME IR.
I almost have the minimums for the test, i guess i will have to fly around 8/10 hours on multi over there and i should be ok for both checks ride, CPL ME and IR.

Do you know, or have any recent experience with a flight school in the usa ?
Anywhere....

There is so many flight school over there !!
Hard to pick one. Already made some phone calls, but nothing really exiting came out...

Thanks, that's a good start !

The thing is that I will fly multi engine only. Some flight schools don't have multi, or just one, from WWII...

I will be converting my EASA CPL/IR ME into FAA in the next couple months and I chose Chandler Air Service in Arizona. I spoke with the owner for a couple hours while I was over there he explained the conversion process to me. He said loads of guys go to them for the conversion and they have ME planes too. I believe they have a couple Piper Aztecs

A slightly orthogonal question on a similar topic so forgive me for putting it here. I'm currently working through the journey of getting an FAA PPL > IR > CPL having been flying on my UK PPL in the US for the last year.

I was just told by an FAA examiner that none of my UK instruction can be counted towards the minimum hours for dual instruction because my logbook was not signed by any of my UK instructors.

Has anyone found a way round that?

Did a DPE say that? If that's the case, contact any local FSDO in your area to get a further clarification. Any FAA inspector will give you a ruling on this one.

FAA inspectors are never the official ruling. The FAA chief legal counsel is the official ruling.

Anyhow, I would just ask a different inspector.

Back to the original post. How much would cost and how long will it take to get the conversion to FAA?

Two written tests, IR and commercial.

IR check-ride in a single engine. For IR, it doesn't matter if you do it in a single or a multi in FAA land.

And then, it depends on what you are after.

If you need commercial privileges for both single engine and multi engine, you need to do 2 check-rides, one in a single engine, and another in a multi-engine.

Some DPEs might be willing to give you a check-ride for both commercial and IR at the same time.

I suggest you fly with an instructor for a few hours in each category of airplane and prepare for the oral. :ok:

If you wish to have IR privileges in a multi then at some point you will have to demonstrate an asymmetric approach in a multi. Many do a single IR, then as part of their multi-CPL do the required approach.

Thank you for the info

I'm wondering why the logbook entries weren't signed. In any case Zondaracer is correct; FAA inspectors' (or DPE's, as mentioned) opinions have no legal weight.

However, logbook entrees for dual instruction must be signed, or somehow certified otherwise. Is their some additional certification accompanying the entries?

I did some flying in the UK. The instructor didn't sign my logbook either. He said "we keep student records so if the CAA ever has a doubt, it's all on record here at the school."

So ianwild needs a copy of those records.

How hard is the oral exam?

I'm not sure all log book entries must be signed. The FARs specify that instruction given in another jurisdiction by an appropriately qualified instructor under that jurisdiction's rules counts towards an FAA certificae. Nowhere does it say in that section that the logbook must be signed. If that country doesn't require a logbook signature than that's part of the rules for that country.

Where it does say it must be signed (to count as instruction) is in another section and refers to an 'authorized instructor' (sic). The FARs seem to be quite consistent that 'authorized' refers to an FAR licenced instructor exercising the privileges of an FAR instructor rating eg the requirements for flight reviews etc

Tinstaafl:

No, the logbook need not be signed, but there must be some documentation - obviously. A copy of training records (appropriately signed) would probably do the trick. :)

Considering a pilot's log book is a legal record of experience, I think there's a good argument that it is sufficient in its own right. In my conversions of licences from Oz to FAA & UK, I've never had to present anything other than my logbooks to prove experience.

Mate any websites or any idea how one can even browse for jobs in Europe on a N-registered aircraft. I'm british just turn 21 and I possess a full FAA CPL

. Those kind of jobs are all about who you know.