Revalidation or FAA PPL?
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Revalidation or FAA PPL?
Here's my situation - my 5 year JAA PPL will expire in September, my SEP rating expired about 18 months ago. Now, I could go to Florida and spend a week or so getting my rating revalidated, but would it maybe be better to spend that time getting a FAA PPL instead?
My flying in the future is going to be infrequent - maybe a couple of weeks a year in blocks rather than regularly in the UK/Ireland. Like 90% of people who got their PPL, I'm finding it hard to get the time & money to fly on a regular basis. As a lot of my future flying will probably be spent abroad during my holidays, I'm wondering if the expense of the upkeep of a CAA license/rating is worth it. I know both ratings require a biannual update (dependent on hours flown) but everything about the FAA is so much cheaper (and maybe easier?)
I've got 90 hours, mostly in Warriors/C172s. All opinions appreciated.
PS No UK v USA training wars please!
My flying in the future is going to be infrequent - maybe a couple of weeks a year in blocks rather than regularly in the UK/Ireland. Like 90% of people who got their PPL, I'm finding it hard to get the time & money to fly on a regular basis. As a lot of my future flying will probably be spent abroad during my holidays, I'm wondering if the expense of the upkeep of a CAA license/rating is worth it. I know both ratings require a biannual update (dependent on hours flown) but everything about the FAA is so much cheaper (and maybe easier?)
I've got 90 hours, mostly in Warriors/C172s. All opinions appreciated.
PS No UK v USA training wars please!
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It depends on where you intend to do your flying. If in Europe, then I'd say do the revalidation, as the CAA/JAR license is valid in all JAR-registered a/c. Hence, all you'd need is the usual checkout and off you go.
If, OTH, you intend to do your flying in the US or other parts of the world (Africa, Oz), where a validation of your license is required anyway, then I'd say get the FAA ticket. Which, in any case, is valid in a G-reg also.
If, OTH, you intend to do your flying in the US or other parts of the world (Africa, Oz), where a validation of your license is required anyway, then I'd say get the FAA ticket. Which, in any case, is valid in a G-reg also.
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Thanks for that 172.
I was wondering if anyone else had 'given up' on their JAA PPL and then got a FAA PPL instead? If so, would it be doable in a week/10 days?
I was wondering if anyone else had 'given up' on their JAA PPL and then got a FAA PPL instead? If so, would it be doable in a week/10 days?
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The choice?
Should you not renew your UK licence nor the class rating but go for an FAA licence then consider; Will the FAA recognise your JAA/UK PPL which is lapsed.
Often in order to gain the maximum exemptions from training on the basis of another country's licence, the licence held has to be current. That question should be asked of the FAA.
You will need to have and maintain an FAA medical to keep your FAA licence valid. FAA approved Doctors in the UK are few and will most likely charge just the same as UK going rates. You have already mentioned the 'Bi-annual'.
You can never forsee problems that may evolve in the future. In my opinion sticking with the EASA/UK system will be the least complicated option. You could always add microlite, difficult to see much difference that matters between many of those and the usual Group A aircraft. At this point with licences being reviewed by EASA letting you licence lapse might not matter or could for the future matter a lot.
You could obtain a NPPL. Cross crediting across classes is now allowed. Only one flight a year on a particular class is sufficient to maintain a NPPL class rating.
Most if not all of your holiday flights will be dual, I suspect, on the basis of how little flying you forsee yourself doing.
Often in order to gain the maximum exemptions from training on the basis of another country's licence, the licence held has to be current. That question should be asked of the FAA.
You will need to have and maintain an FAA medical to keep your FAA licence valid. FAA approved Doctors in the UK are few and will most likely charge just the same as UK going rates. You have already mentioned the 'Bi-annual'.
You can never forsee problems that may evolve in the future. In my opinion sticking with the EASA/UK system will be the least complicated option. You could always add microlite, difficult to see much difference that matters between many of those and the usual Group A aircraft. At this point with licences being reviewed by EASA letting you licence lapse might not matter or could for the future matter a lot.
You could obtain a NPPL. Cross crediting across classes is now allowed. Only one flight a year on a particular class is sufficient to maintain a NPPL class rating.
Most if not all of your holiday flights will be dual, I suspect, on the basis of how little flying you forsee yourself doing.
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As the regulars on here will know, I am a BIG fan of the FAA system - for a multitude of reasons. (I have CAA and FAA licences).
From what you've written, your best option is almost certainly to renew your CAA licence. (Unless as one of the other contributors to this thread pointed out, you plan on flying mainly when on holiday in the USA.)
There will be more effort involved in getting a stand alone FAA PPL because you have to pass a written test (admittedly not a very difficult one!) and because the FAA flight test includes things which you may not have had to do before and which whilst not hugely difficult, will require some practice.
To renew your CAA licence will involve paying the CAA some money for a new five year licence (daylight robbery I'm afraid) and passing a skills test with an examiner. All told, this will be easier and quite probably cheaper.
From what you've written, your best option is almost certainly to renew your CAA licence. (Unless as one of the other contributors to this thread pointed out, you plan on flying mainly when on holiday in the USA.)
There will be more effort involved in getting a stand alone FAA PPL because you have to pass a written test (admittedly not a very difficult one!) and because the FAA flight test includes things which you may not have had to do before and which whilst not hugely difficult, will require some practice.
To renew your CAA licence will involve paying the CAA some money for a new five year licence (daylight robbery I'm afraid) and passing a skills test with an examiner. All told, this will be easier and quite probably cheaper.
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Thanks Julian & homeguard.
My situation is further complicated by the fact that I'll probably be living in Ireland for the forseeable. I think you're probably right though - best to book some time for revalidating so I can keep paying the CAA ridiculous amounts of money.
Homeguard - I've been out of the loop (no pun intended) a while, your comment "At this point with licences being reviewed by EASA letting you licence lapse might not matter or could for the future matter a lot". Do you have any further info on that?
My situation is further complicated by the fact that I'll probably be living in Ireland for the forseeable. I think you're probably right though - best to book some time for revalidating so I can keep paying the CAA ridiculous amounts of money.
Homeguard - I've been out of the loop (no pun intended) a while, your comment "At this point with licences being reviewed by EASA letting you licence lapse might not matter or could for the future matter a lot". Do you have any further info on that?
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FAA licence renewal
I have just been on the phone to New York to speak to a very helpful lady in the FAA office there about the upcoming requirement to renew all FAA licences with the English Language proficiency statement. This will affect all those flying on N-reg aircraft with FAA licences granted on the back of UK CAA licences, as far as I can tell. This has to be done by March of next year, and will require first of all a lot of paperwork, including having all medical certificates, etc up to date, a statement of UK licence verification from the CAA etc etc. This then has to be sent to the USA and then if accepted they will give a time window in which you have to appear in person at one of the FAA offices that you select in advance. Applications must be made at least 90 days before arriving at the FSDO in the USA. This cannot be done at a distance but must be in person. One of the problems, apart from the expense and complexity, is that when you come to the US office in question there should be no changes from the data submitted and already examined by the FAA. So, this means for example that if say you have a medical exam to do, you need to have this done before sending the application to the FAA. if there is a mismatch between what is submitted to the FAA and your details on presenting to the office you may find that they will not be able to issue a replacement licence. This is my understanding of the situation: perhaps someone out there knows differently?
