Correct ATP-CTP is only required if you are to take the ATP-MEL written

There is no "conversion" in the FAA system above the PVT level unless you hold a Canadian license. From the FAA FSIMS:

"Equivalent U.S. Pilot Certificate. Section 61.39(c)(1) permits a person who holds a foreign pilot license (issued by an ICAO member state which authorizes at least the pilot privileges of the U.S. pilot certificate sought) to apply for an equivalent U.S. pilot certificate by having accomplished the required aeronautical experience, passed the appropriate knowledge test, and passed the appropriate practical test."

So you would have to do the same stuff an American pilot would do. Have the hours, pass the written and pass the checkride. At the commercial level it's even harder because while to get the FAA ATP you can count a foreign commercial license as one of the requirements, to get the FAA commercial you must hold a FAA PVT.

Yes, but you can get an FAA PVT certificate issued based on your foreign pilot license, so it's an additional step, but not as much hassle as taking the PVT written and flight test.

Yes it’s easier to go straight to an ATP for the reasons listed above.

Thank you all for information...just to clarify...I wish to add rotor rating to my licence, I received two paths.

1) get a piggypag licence FAA private then adding on that Rotor CPL/IR

2) Get FAA ATP fixed adding to that Rotor CPL/IR

According to news path number 2 seems way more sensitive to get later on an employment worldwide, though more expensive. No way to stay and work in the states.

So I was thinking to get FAA ATP single (fixed), adding rotor/IRl add-on and adding later multiengine fixed if needed.

Any advise about this plan really appreciated.

Liftman. You seem to keep changing your mind on what you want - first it was an ATP, then a CPL, now it's helicopters! Within the FAA system the is an almost infinite number of paths to getting certificates. Why don't you tell us exactly what you have, and exactly what you want...

...Exactly what I wrote. I am EASA Atpl fixed wing willing add FAA Helicopter rating.

I was suggested then to Get FAA ATPL Fixed first and then Heli add on in order to be dual rated on FAA system or otherwise save money, get a piggyback PPL and then adding FAA Heli. I am just trying to find out which is the most reasonable way balancing money/job prosspects around the world hope it is more clear now

As pointed out above to get the ATP ME certificate you will have to complete the ATP CTP, pass the knowledge test and pass a checkride. Each one of those requires some time and money. To add the helicopter to the ATP you have to have 200 hours rotorcraft of which 75 are PIC, pass the ATP-H written test and pass a checkride. Those also require time and money. While getting the 61.75 piggyback doesn't cost much in time or money, it also doesn't get you any benefit. You will still will most likely have to get a PVT H rating to get the 75 hours and that will require a written and a checkride.

I know nothing about the helicopter job market but I wonder how marketable someone is with 200 hours of light piston helo time.

Being an ex helicopter SAR and firefighting captain (Bell 412) and examiner that recently made the jump to airlines, I can tell you there are approximately zero jobs out there for a 200 hour helo pilot that pay anything.

Your fixed wing hours count for absolute zero when looking for helo jobs. You are basically iligible to fly tourist flights or instruct as a junior instructor.

Hope this helps your decision.

Just be aware that from your current situation there is no path to having a US ATPL with a multi engine rating which does not require the CTP. If you get a single engine ATP or Rotorcraft ATP first, you are still required to complete the CTP when you add a multi engine rating to your ATPL.

Ok. So as I understand it, liftman wants an FAA helicopter certificate, holds and EASA ATPL and isn't interested in an ATP airplane, other than as a stepping stone...
An FAA helicopter ticket will only really be of use to you if you have the right to work in the US.

To get an ATP (H) straight away, you'll need 200 hours in a helicopter (during which you could get private, instrument and commercial, CFI and CFII) so you might as well get CPL and CFI first.

To get a CPL, you'll need 20 hours dual, and 35 pic on top of an FAA private certificate of some kind. Or do a PPL test then a CPL test.
If you want to get really kinky do this: 20 dual and 10 solo in a Gyroplane. Take a private test in the morning and a commercial test in the afternoon. Then take some helicopter lessons - you can take a CPL helicopter with training as required. No minimums. no solo.

ok perfect thank you very much. Gyroplane? Really? this is new to me. Care to explain and expand? also PM if you like.


yes exactly,

It's all in part 61. The FAA have the concept of 'additional class' 61.63(c) which explains why you can get a multi engine rating without having to fly solo etc..

It just so happens that helicopter and Gyroplane are different classes within the rotor craft category. So if you've got one of them, you can get the other just by training to proficiency. I'm not saying is easy, its not. It obviously depends on your ability but I've *heard* of someone getting a CPL(H) in less than 20 hours! You'd need to use something ultra stable like a Hiller 12 or a bell 47. You could fly with hour builders for practice (you fly, they log) Then of course you'd have to persuade someone to hire you with hardly any hours...
At the very least you'd have two CPLs for the price of one. And a very interesting story to tell.

which ICAO
 

check to see if FAA has a reciprocal agreement with the country that issued yours. I have 2 , a Canadian and an EASA. I converted through my Canadian Licence as it was a straight 65 question exam, ATP CTP course and I was issued a full FAA ATPL with all my ratings applied.

The EASA root would have given me an FAA private

The only country the FAA currently has a reciprocal agreement with is Canada. Every other country's license gets you a private FAA certificate limited to VFR.