PPL Revalidation (5-10 years out)
In order to be valid a UK or JAA licence must have:
The Licence in date
The Medical in Date
An aircraft rating in date with the appropriate certificate.
Without these, the privileges of the licence cannot be exercised in which case any licence that is dependent on the validity of you UK licence is also invalid. It really doesn't matter what FARs say, if the UK ANO under which it is issued says its not valid.
The Licence in date
The Medical in Date
An aircraft rating in date with the appropriate certificate.
Without these, the privileges of the licence cannot be exercised in which case any licence that is dependent on the validity of you UK licence is also invalid. It really doesn't matter what FARs say, if the UK ANO under which it is issued says its not valid.
Join Date: Feb 2007
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The problem is that the regs refer to numerous words - "Effective, Current, Expired" etc and that really needs to be cleaned up.
I could not agree more!
Given one message from Oklahoma and another from the Certification Branch in DC no wonder we have differing viewpoints.
I could not agree more!
Given one message from Oklahoma and another from the Certification Branch in DC no wonder we have differing viewpoints.
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I'm glad to see that I'm not the only one confused by the regs either side of the pond.
In my experience of living here a number of years and having enjoyed the delights of the federal government bureucracy throughout, the safe answer to any reglatory matter appears to be: take the most logical pathway and invert it.
My original thinking was that the FSDO would issue me with the exact equivalent of my (UK lifetime) current licence, which is essentially dormant, requiring a current US medical and an appropriate FAA skills test pass to reactivate. Some of the regs quoted seemed to support this.
However, using my rule from above it is more than likely I'll have to go down to Florida (not a day trip from upstate NY) and then send a load of paperwork back and forth across the Atlantic.
I'll visit the FSDO and let you all know what transpires.
Thanks again guys and gals!
Gareth.
In my experience of living here a number of years and having enjoyed the delights of the federal government bureucracy throughout, the safe answer to any reglatory matter appears to be: take the most logical pathway and invert it.
My original thinking was that the FSDO would issue me with the exact equivalent of my (UK lifetime) current licence, which is essentially dormant, requiring a current US medical and an appropriate FAA skills test pass to reactivate. Some of the regs quoted seemed to support this.
However, using my rule from above it is more than likely I'll have to go down to Florida (not a day trip from upstate NY) and then send a load of paperwork back and forth across the Atlantic.
I'll visit the FSDO and let you all know what transpires.
Thanks again guys and gals!
Gareth.
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Update
Hi Folks,
Just an update as promised....
I paid out my thirty-odd quid to the CAA and submitted the appropriate "valication of foreign licence" form to the FAA in Oklahoma.
A month and a bit later, I get my certificate of authenticity from the FAA saying my PPL is still valid and current (got to love the old lifetime brown books!). My CAA medical has long gone, but a note of the cert of authenticity says I can just show up with a current FAA one. I spoke to a nice lady at the Albany FSDO and emailed her a copy of my certificate and she says once I have the medical (booked for next monday!) she will issue me an FAA ticket.
So fingered crossed that my body doesn't degenerate within a week I'll be flying again (with an instructor until I'm ready for my BFR)!
Inccidently the flight school I'm going with say that the big bad federal government check (Alien flight student program) is not required as I already have a licence - all I need is some New York specific fingerprinting from the cop shop around the corner.
Now the question is can someone direct me to a good resource for R/T differences between the UK and US (I think MS flight sim is not up to the task!)?
Thanks for all your help guys,
See you up there!
Gareth.
Just an update as promised....
I paid out my thirty-odd quid to the CAA and submitted the appropriate "valication of foreign licence" form to the FAA in Oklahoma.
A month and a bit later, I get my certificate of authenticity from the FAA saying my PPL is still valid and current (got to love the old lifetime brown books!). My CAA medical has long gone, but a note of the cert of authenticity says I can just show up with a current FAA one. I spoke to a nice lady at the Albany FSDO and emailed her a copy of my certificate and she says once I have the medical (booked for next monday!) she will issue me an FAA ticket.
So fingered crossed that my body doesn't degenerate within a week I'll be flying again (with an instructor until I'm ready for my BFR)!
Inccidently the flight school I'm going with say that the big bad federal government check (Alien flight student program) is not required as I already have a licence - all I need is some New York specific fingerprinting from the cop shop around the corner.
Now the question is can someone direct me to a good resource for R/T differences between the UK and US (I think MS flight sim is not up to the task!)?
Thanks for all your help guys,
See you up there!
Gareth.
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Happy days!
Hi Folks!
Just to let you know that I took a trip to my local FSDO with letter of authenticity and my shiny new FAA class 3 medical (say ahhhhhh) and I have emerged with a temporary Airman certificate (Private pilot) - the 'real' one will be in the post in about 3 months.
I've got hold of a AIM/FAR 2007 book and I'm busy burrowing my way through the AIM part.
Because I haven't flown for ages, I'm also going through some fairly hefty Trevor-Thom alike (not quite as in depth) manuals that I found are freely available on the FAA site:
http://www.faa.gov/library/manuals/aviation/
http://www.faa.gov/library/manuals/aircraft/
These are actually quite decent publications and I'm surprised they don't demand cash for them! I might even look over the instrument flying for kicks and giggles if I really have nothing else to do......
I know I've got a loooong way to go, but at least I've got a step on the ladder!
Thanks once again for all your input.
Gareth.
Just to let you know that I took a trip to my local FSDO with letter of authenticity and my shiny new FAA class 3 medical (say ahhhhhh) and I have emerged with a temporary Airman certificate (Private pilot) - the 'real' one will be in the post in about 3 months.
I've got hold of a AIM/FAR 2007 book and I'm busy burrowing my way through the AIM part.
Because I haven't flown for ages, I'm also going through some fairly hefty Trevor-Thom alike (not quite as in depth) manuals that I found are freely available on the FAA site:
http://www.faa.gov/library/manuals/aviation/
http://www.faa.gov/library/manuals/aircraft/
These are actually quite decent publications and I'm surprised they don't demand cash for them! I might even look over the instrument flying for kicks and giggles if I really have nothing else to do......
I know I've got a loooong way to go, but at least I've got a step on the ladder!
Thanks once again for all your input.
Gareth.
, so if I can do it, anyone can!
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Unleashed!
Hi folks,
Latest update - I've passed my BFR!
2hours 35mins (2 flights) in a C172 and I've completed a conversion to the 172, my BFR and the club rental checkout. Not bad for 7 years out - all those 'silly' computer games seemed to help, although my touchdown are best described as 'safe' right now. Sorry to be blowing my own trumpet a bit, all I get from the Missus is 'that's nice dear' - I'm sure many of you can relate....
I have to point out the complete different attitude to private flying this side of the pond - in my time with the instructor we just covered the essentials (stall, steep turns etc) and concentrated on the bits I needed (controlled/uncontrolled airfields etc). My recollection of the UK is that I would need to spend an equal amount of time ticking every box, making it an all around less safe experience.
I also love the flight planning services - call a free number and get a full weather/notam briefing and the ability to file a VFR flight plan. No scrabbling around in a dank portacabin for illegible faxes! Throw in zero landing fees and rental at half the UK rate and I'm happy!
Thanks everyone,
Gareth.
Latest update - I've passed my BFR!
2hours 35mins (2 flights) in a C172 and I've completed a conversion to the 172, my BFR and the club rental checkout. Not bad for 7 years out - all those 'silly' computer games seemed to help, although my touchdown are best described as 'safe' right now. Sorry to be blowing my own trumpet a bit, all I get from the Missus is 'that's nice dear' - I'm sure many of you can relate....
I have to point out the complete different attitude to private flying this side of the pond - in my time with the instructor we just covered the essentials (stall, steep turns etc) and concentrated on the bits I needed (controlled/uncontrolled airfields etc). My recollection of the UK is that I would need to spend an equal amount of time ticking every box, making it an all around less safe experience.
I also love the flight planning services - call a free number and get a full weather/notam briefing and the ability to file a VFR flight plan. No scrabbling around in a dank portacabin for illegible faxes! Throw in zero landing fees and rental at half the UK rate and I'm happy!
Thanks everyone,
Gareth.
