How to get US-PPL if holder of UK-CAA ATPL?
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How to get US-PPL if holder of UK-CAA ATPL?
Hiho!
I have an UK issued JARFCL-ATP with a valid SEP class rating endorsed.
Now I want to fly in the US. I understood there are 2 ways:
1) A validation. Fill out some forms and and the end get a airman certificate
which is valid in the US only. Backside: No way to fly N-registered aircraft
when back in Europe.
2) A full US issued PPL.
Questions:
a) Is there a way to get a full US-PPL based on my UK-JARFCL-ATP ? I mean, things like instrument flying etc I have done for about 10k+ hours.
Is there a need for another written test (even though I have a "superior" license already?)
b) Does a Validation expire or is it valid forever in the US (as long I have a medical)
Any hints/comments/tips/recommendations welcome !
I have an UK issued JARFCL-ATP with a valid SEP class rating endorsed.
Now I want to fly in the US. I understood there are 2 ways:
1) A validation. Fill out some forms and and the end get a airman certificate
which is valid in the US only. Backside: No way to fly N-registered aircraft
when back in Europe.
2) A full US issued PPL.
Questions:
a) Is there a way to get a full US-PPL based on my UK-JARFCL-ATP ? I mean, things like instrument flying etc I have done for about 10k+ hours.
Is there a need for another written test (even though I have a "superior" license already?)
b) Does a Validation expire or is it valid forever in the US (as long I have a medical)
Any hints/comments/tips/recommendations welcome !
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if you get a FAA "based on licence" you can fly an N reg anywhere. You can also add ratings to it. As an ICAO IR holder you can take the FAA foreign instrument pilot written exam and have the IR included. SEP & MEP will be on from initial issue anyway if you hold these classes.
If you have a JAR licence then tucked away somewhere you will have a PPL last I understood it getting a "superior" licence did not cause the "inferior" licence to burst into flames and vanish.
If you want a full FAA PPL then you have to take the written test, as you rightly point out as the holder of a "superior" licence this will involve fractions of your capacity. Test can be taken in the UK at a number of places. Most of us who do it take it cold with no study. You will need a check ride in the USA and away you go.
If you have a JAR licence then tucked away somewhere you will have a PPL last I understood it getting a "superior" licence did not cause the "inferior" licence to burst into flames and vanish.
If you want a full FAA PPL then you have to take the written test, as you rightly point out as the holder of a "superior" licence this will involve fractions of your capacity. Test can be taken in the UK at a number of places. Most of us who do it take it cold with no study. You will need a check ride in the USA and away you go.
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I'd recommend a standalone, not piggyback, FAA PPL. Otherwise, you are building a house of cards.
Since the checkride must be done in the USA, may as well do the lot there. From a JAA PPL position, you need to learn the FAA ground school, and do a few hours' flight training and the checkride. Then you have an FAA PPL which is valid for life.
Some details of the piggyback process are at www.pplir.org - an excellent site for pilots wishing to achieve an IR, or an IMC Rating.
Since the checkride must be done in the USA, may as well do the lot there. From a JAA PPL position, you need to learn the FAA ground school, and do a few hours' flight training and the checkride. Then you have an FAA PPL which is valid for life.
Some details of the piggyback process are at www.pplir.org - an excellent site for pilots wishing to achieve an IR, or an IMC Rating.
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Thanks for the information guys!
That helps already.
But for long then?
My guess:
The validity is then initially for the remaining validity of my UK license,
but no longer than one year and an annual check-ride must be done (in the
states?)
Originally Posted by bose-x
if you get a FAA "based on licence" you can fly an N reg anywhere.
But for long then?
My guess:
The validity is then initially for the remaining validity of my UK license,
but no longer than one year and an annual check-ride must be done (in the
states?)
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your JAA CAA licence is valid for "life" but requires a 5 yr wonga payment to the CAA. As long as you renew it your FAA licence will run. Biannual flight review not annual.
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One gotcha with a piggyback FAA PPL is that if you get the FAA IR you need the FAA medical, as well as the CAA medical required by the CAA PPL.
Don't ask me for a reference, but I can dig it out if I have to. I was not affected (have a standalone FAA PPL/IR) but was very suprised by this.
Don't ask me for a reference, but I can dig it out if I have to. I was not affected (have a standalone FAA PPL/IR) but was very suprised by this.
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Ok, now I have everything ! 
A "piggyback" USPPL is enough for me for that "occasional" leisure flight
while staying in the US and if it entitles me to fly a N-reg aircraft here in
Europe it is really everything I need.
As a checkflight is mandatory anyway if I charter an airplane in the US
there should be no problem to combine it with the BFR when required.
Again: Thanks for your help !
A "piggyback" USPPL is enough for me for that "occasional" leisure flight
while staying in the US and if it entitles me to fly a N-reg aircraft here in
Europe it is really everything I need.
As a checkflight is mandatory anyway if I charter an airplane in the US
there should be no problem to combine it with the BFR when required.
Again: Thanks for your help !
For an ICAO ATPL holder I recommend getting the US ATP & be done with it. It can live in a drawer for 10 years & will only need a medical + BFR to revalidate it. An FAA ATP has integral IR privileges ie IR is part of the licence, not an add-on rating.
ICAO ATPL --> FAA ATP require a medical, pass the single ATP exam (easy) & pass an ATP checkride. No minimum training required. The checkride is nothing more than a IR test with slightly more restrictive tolerances ie 1/4 scale deflection on the CDI & GS. Still not a difficult test for anyone current on their IR.
I suspect the TSA security bullsh!t is the most difficult part.
ICAO ATPL --> FAA ATP require a medical, pass the single ATP exam (easy) & pass an ATP checkride. No minimum training required. The checkride is nothing more than a IR test with slightly more restrictive tolerances ie 1/4 scale deflection on the CDI & GS. Still not a difficult test for anyone current on their IR.
I suspect the TSA security bullsh!t is the most difficult part.
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Tinstaafl
Are you writing from recent personal knowledge?
A friend, Airbus ATP, just looked at this and found it is considerably more involved. Unfortunately he's away and I don't have the details.
Are you writing from recent personal knowledge?
A friend, Airbus ATP, just looked at this and found it is considerably more involved. Unfortunately he's away and I don't have the details.
You could say that (sort of). I did my 1st FAA ATP in the mid '90s - converting from an Oz ATPL. I had to do the medical, pass the ATP exam (either Part 135 or Part 121 rules, my choice) and a flight test ('checkride' in US terminology). Because I already held at least a CPL then there was no requirement to do any specific training at all. Book the test with your favourite examiner & go.
I was only passing through the country so did some training before hand. I recommend this because the way the ATC system works is different. And easier in many ways.
My most recent experience of the checkride stuff was adding FAA ATP SEL & SES to my ATP MEL in Oct 04. No big deal. Same stuff as my MEL but in an amphibian with some water landings.
The FAA side of things really is relatively easy.
The inane TSA security bull**** that now sits on top of it is what gives most people the irrits. I was fortunate enough to avoid the background check crap because I already held a US certificate or had just moved here or did it just before the security paranoia crackdown. Not sure which was the reason. Was just glad it didn't apply to me!
I was only passing through the country so did some training before hand. I recommend this because the way the ATC system works is different. And easier in many ways.
My most recent experience of the checkride stuff was adding FAA ATP SEL & SES to my ATP MEL in Oct 04. No big deal. Same stuff as my MEL but in an amphibian with some water landings.
The FAA side of things really is relatively easy.
The inane TSA security bull**** that now sits on top of it is what gives most people the irrits. I was fortunate enough to avoid the background check crap because I already held a US certificate or had just moved here or did it just before the security paranoia crackdown. Not sure which was the reason. Was just glad it didn't apply to me!
