FAA LICENCE IN THE UK !?!?!
Hmmmmmm.
I've got one of those cheapo FAA licences on thin cardboard. It says that I can exercise the priviledges etc etc based on a British licence. My PPL has lapsed by 9 years but I have (and use) a UK ATPL. I've finished building a homebuilt and need to revalidate some sort of licence to fly it. Will the FAA licence do and what are the requirements to get it revalidated? Would be great to use the FAA one if it also includes microlights.
Any thoughts?
Rob Thomas in Cardiff west.
G-BMMF (Shares available but I still need a runway!!)
tessa dot thomas at tesco dot net
I've got one of those cheapo FAA licences on thin cardboard. It says that I can exercise the priviledges etc etc based on a British licence. My PPL has lapsed by 9 years but I have (and use) a UK ATPL. I've finished building a homebuilt and need to revalidate some sort of licence to fly it. Will the FAA licence do and what are the requirements to get it revalidated? Would be great to use the FAA one if it also includes microlights.
Any thoughts?
Rob Thomas in Cardiff west.
G-BMMF (Shares available but I still need a runway!!)
tessa dot thomas at tesco dot net
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Blue Up,
Does your British PPL expire, or is it replaced by the higher licence? In your case an ATPL. If your British licence has the same number on it as quoted on the back of your FAA certificate, and you have completed a bi annual flight check with a FAA instructor, then your FAA certificate is valid. However if your British licence number has changed for whatever reason and does not correspond to what is written on the back of your FAA ticket, or the licence has expired then your FAA certificate is no longer valid.
pm me if you need further info
Does your British PPL expire, or is it replaced by the higher licence? In your case an ATPL. If your British licence has the same number on it as quoted on the back of your FAA certificate, and you have completed a bi annual flight check with a FAA instructor, then your FAA certificate is valid. However if your British licence number has changed for whatever reason and does not correspond to what is written on the back of your FAA ticket, or the licence has expired then your FAA certificate is no longer valid.
pm me if you need further info
Hmmmm.
FAA ppl issue number is the same as my lapsed CAA ppl. The JAA atpl is a different number altogether.
Having not driven anything under 100 tons for 9 years, I don't know what constitutes a biennial. Does a sim check/line check by a 757/767 rated instructor count? My licence shows 6-monthly cert of test for instrument rating and aircraft rating on 757/767. Engine fail, visual circuit etc etc.
If this was enough to revalidate an FAA licence.....well.....
FAA ppl issue number is the same as my lapsed CAA ppl. The JAA atpl is a different number altogether.
Having not driven anything under 100 tons for 9 years, I don't know what constitutes a biennial. Does a sim check/line check by a 757/767 rated instructor count? My licence shows 6-monthly cert of test for instrument rating and aircraft rating on 757/767. Engine fail, visual circuit etc etc.
If this was enough to revalidate an FAA licence.....well.....
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I'm afraid you're out of luck, blue: Your FAA certificate is invalid because your CAA PPL has lapsed. Even if it had not lapsed, you would still have to undertake an FAA biennial review (line checks don't count) though this isn't really a big deal.
I think you will have to get a new JAA PPL, NPPL, or possibly FAA PPL. This will involve exams and a little training with an instructor... other can tell you exactly how many hours you will need. I am sure that the majority of the required hours can be carried forward from flying the heavy tin.
I think you will have to get a new JAA PPL, NPPL, or possibly FAA PPL. This will involve exams and a little training with an instructor... other can tell you exactly how many hours you will need. I am sure that the majority of the required hours can be carried forward from flying the heavy tin.
It sounds like the FAA licence is the best option to try for. Thanks, guys.
I'll have another word with an instructor next go in the sim.
Too cold to fly open cockpit timber, anyhow.
I'll have another word with an instructor next go in the sim.
Too cold to fly open cockpit timber, anyhow.
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One could almost suggest that time gained in Microlights in the UK (or elsewhere) could possibly count towards most of the aeronautical experience requirements required for the issue of an FAA PPL....Now there is a thought, it would seem to be a rather cheap way of obtaining a licence to fly planes (other than microlights) .....in both the FAA and JAA lands......hmmmmm
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Originally Posted by dublinpilot
No doubt 2 Donkeys will be along shortly to remind you that there is no "Day" restriction. It's simply restricted to VFR.
There is also no "within the UK" restriction. The CAA validates automatically (without paperwork) an FAA licence for flights in a G registered aircraft worldwide, not just the UK.
Also the UK is not the only country that recognises the FAA licence without any further paperwork. The Irish Aviation Authority also recognised the FAA licence without any paperwork, but in this case, there is a Day restriction, and there is a "Republic of Ireland only" geographic restriction.
dp
There is also no "within the UK" restriction. The CAA validates automatically (without paperwork) an FAA licence for flights in a G registered aircraft worldwide, not just the UK.
Also the UK is not the only country that recognises the FAA licence without any further paperwork. The Irish Aviation Authority also recognised the FAA licence without any paperwork, but in this case, there is a Day restriction, and there is a "Republic of Ireland only" geographic restriction.
dp
PS: I am/was aware of the Irish situation but forgot to include in my post.
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Originally Posted by 2Donkeys
172Driver.
The information comes from no less than the ANO, where it is written in black and white [Article 26(4)].
2D
The information comes from no less than the ANO, where it is written in black and white [Article 26(4)].
2D
Sure - but someone interprets the ANO. I might just give the CAA another call on occasion.
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Hey Blue Up,
A licence is a licence! If you had a UK PPL 9 years ago it is probably valid for your lifetime; read the notes in the licence. In any case if you have subsequently trained and qualified for a JAR CPL and ATPL well done, all you now need to do is to renew (note that renew and revalidate have different and very specific meanings under JAR) the Single Engin Piston Class rating on your ATPL (this rating should have been brought forward from the PPL, if it wasn't get on to the cAA and get them do do it). This will require that you pass a skill test with a JAR examiner (if you havent flown anything under 100 tones for years you may need some training before you are ready for the test but that's up to you to decide). You may be able to find a dual qualified FAA/JAA examiner who can do your skill test which will also count as the FAA biennial however, it sounds like the FAA licence is issued on the back of your CPL, if this has the same number as the current ATPL you are fine, if not visit an FSDO with your JAR ATPL and get the new FAA licence issued as B200Dvr says. If the JAR ATPL is not UK issued your UK PPL still exists and can have its SEP class rating renewed in the same way.
In the long term (and I assume here that you live in the UK) you will be much better to get the SEP raing on your JAR ATPL renewed; once it is valid you will need simply to fly 12 hours on an SEP in the second 12 months of the two year period of validity, your LPC on whatever it is over 100 tons you fly will count in place of the required dual flight and the TRE who signs for your LPC can also revalidate the SEP class rating (although many of them are nervous about doing this because they dont know the rules well enough). Take a look in LASORS which is available on the CAA website (don't know the URL but Google will find it) and you can find all the rules in there.
Happy landings
3 Point
A licence is a licence! If you had a UK PPL 9 years ago it is probably valid for your lifetime; read the notes in the licence. In any case if you have subsequently trained and qualified for a JAR CPL and ATPL well done, all you now need to do is to renew (note that renew and revalidate have different and very specific meanings under JAR) the Single Engin Piston Class rating on your ATPL (this rating should have been brought forward from the PPL, if it wasn't get on to the cAA and get them do do it). This will require that you pass a skill test with a JAR examiner (if you havent flown anything under 100 tones for years you may need some training before you are ready for the test but that's up to you to decide). You may be able to find a dual qualified FAA/JAA examiner who can do your skill test which will also count as the FAA biennial however, it sounds like the FAA licence is issued on the back of your CPL, if this has the same number as the current ATPL you are fine, if not visit an FSDO with your JAR ATPL and get the new FAA licence issued as B200Dvr says. If the JAR ATPL is not UK issued your UK PPL still exists and can have its SEP class rating renewed in the same way.
In the long term (and I assume here that you live in the UK) you will be much better to get the SEP raing on your JAR ATPL renewed; once it is valid you will need simply to fly 12 hours on an SEP in the second 12 months of the two year period of validity, your LPC on whatever it is over 100 tons you fly will count in place of the required dual flight and the TRE who signs for your LPC can also revalidate the SEP class rating (although many of them are nervous about doing this because they dont know the rules well enough). Take a look in LASORS which is available on the CAA website (don't know the URL but Google will find it) and you can find all the rules in there.
Happy landings
3 Point
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Sure - but someone interprets the ANO.
The rules could not possibly be clearer. Read them for yourself. There is no day-only restriction, no matter how many people perpetuate the myth
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Originally Posted by 2Donkeys
Not sure what you are implying by that.
The rules could not possibly be clearer. Read them for yourself. There is no day-only restriction, no matter how many people perpetuate the myth
The rules could not possibly be clearer. Read them for yourself. There is no day-only restriction, no matter how many people perpetuate the myth
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Dublinpilot mentions the IAA accepting FAA licences. But weren't the IAA kicking off about FAA medicals? I've read (somewhere) that they insist on a JAA medical for a FAA licence to be valid in Ireland.
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Well, 2D, in my case the 'myth' was perpetuated by non other than the CAA. Guess it's time for a call.....
I also wrote to the French authorities and asked if I could fly a G reg aeroplane on my FAA ticket into French airspace. They said that as long as the CAA allowed me to fly the G reg, then they would as well.