Good reasons for adding FAA-PPL on top of EASA-PPL?
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Good reasons for adding FAA-PPL on top of EASA-PPL?
Hello all,
Just a week left for me to start by practical lessons for the EASA-PPL in the US. Really excited about it, obviously...
The school offers to train for the FAA-PPL at the same time for a slightly higher cost and time involvement.
From what I can tell, this used to be a sensible add-on, when the JAR-PPL still had a validity period of 5 years and needed to be renewed. Am I right to assume that now, with an EASA-PPL with a lifetime validity (just as the FAA-PPL?), there really is no practical reason apart from the nice card-fomat license to go for the extra effort?
Any thoughts on this?
Much appreciated! Thanks!
Just a week left for me to start by practical lessons for the EASA-PPL in the US. Really excited about it, obviously...
The school offers to train for the FAA-PPL at the same time for a slightly higher cost and time involvement.
From what I can tell, this used to be a sensible add-on, when the JAR-PPL still had a validity period of 5 years and needed to be renewed. Am I right to assume that now, with an EASA-PPL with a lifetime validity (just as the FAA-PPL?), there really is no practical reason apart from the nice card-fomat license to go for the extra effort?
Any thoughts on this?
Much appreciated! Thanks!
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No, it does make sense. Because the FAA license you get on the basis of the EASA (called a piggyback) is only valid if the EASA one is - and has all the limitations of that. For example, you can't fly at night on a FAA license issued on the basis of a EASA license unless you have an EASA night rating. But if you do stand alone FAA license, then that's part of the PPL. Also, any ratings etc are only valid if they're on the EASA. Lose your Euro medical? Can't fly on the FAA one either, etc, etc.
Best option is to have two separate full blown licenses, that way you are not limited to the limitations of one. It could even be so simple as you develop a disease that the EASA countries won't issue a medical for, whereas the FAA will. There are numerous such examples like HIV, diabetes, anti-depressants etc.
I did my full blown FAA license even though I had a JAR one myself as I didn't want to build any ratings on an FAA license that was a piggyback. Like an IR would then become invalid should my EASA expire etc. It costs a little more and takes a bit more time, but it's worth it. And especially if you're doing the integrated way you're doing, then that's the best way as most of the basic flying manoeuvres are straight crossovers.
Best option is to have two separate full blown licenses, that way you are not limited to the limitations of one. It could even be so simple as you develop a disease that the EASA countries won't issue a medical for, whereas the FAA will. There are numerous such examples like HIV, diabetes, anti-depressants etc.
I did my full blown FAA license even though I had a JAR one myself as I didn't want to build any ratings on an FAA license that was a piggyback. Like an IR would then become invalid should my EASA expire etc. It costs a little more and takes a bit more time, but it's worth it. And especially if you're doing the integrated way you're doing, then that's the best way as most of the basic flying manoeuvres are straight crossovers.
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I'd say go for it. Two main reasons:
1) you don't know what the future holds and having a card up your sleeve is never a bad thing. What I mean is flying in the US, adding ratings and possibly going down the IR FAA-EASA conversion route.
2) much easier and quicker (and cheaper) to validate in far-flung places. The FAA turn inquiries from foreign CAAs around in 2-3 days for free, the UK CAA typically takes 10 workings days and charges you various fees.
You could of course argue for the 'based-on' license to fly in the US, but as others have pointed out repeatedly here, this is a house of cards.
In any case, all the best, you're just about to learn the greatest thing you can do - fly!
1) you don't know what the future holds and having a card up your sleeve is never a bad thing. What I mean is flying in the US, adding ratings and possibly going down the IR FAA-EASA conversion route.
2) much easier and quicker (and cheaper) to validate in far-flung places. The FAA turn inquiries from foreign CAAs around in 2-3 days for free, the UK CAA typically takes 10 workings days and charges you various fees.
You could of course argue for the 'based-on' license to fly in the US, but as others have pointed out repeatedly here, this is a house of cards.
In any case, all the best, you're just about to learn the greatest thing you can do - fly!
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I agree with the others. If you get the chance to obtain a standalone FAA PPL in addition to an EASA one, grab the opportunity with both hands. I think I once calculated that the cost will only be an additional 400 dollars or so, but the benefits may well be worth it in the future.
I wish I would have done the same thing when I was in the US for my JAR-FCL PPL. In hindsight, no doubt about it.
I wish I would have done the same thing when I was in the US for my JAR-FCL PPL. In hindsight, no doubt about it.
FAA IR
Adam, I have had a piggyback FAA CPL and IR for some years. I recently renewed it due to downgrading my UK ATPL to a PPL due old age, when the licence number changed. My newly issued FAA lic is still a CPL/IR.
I enqired about the FAA IR when UK IR expired with the FSDO. The advice given was, as long as I kept the basic foreign licence valid, medical etc., the FAA IR would remain, as long as the FAA rating recency requirements were complied with.
There seems to be some variance in opinions regarding this.
I will not enquire further , and will produce my FAA advice at any subsequent Enquiry!
I enqired about the FAA IR when UK IR expired with the FSDO. The advice given was, as long as I kept the basic foreign licence valid, medical etc., the FAA IR would remain, as long as the FAA rating recency requirements were complied with.
There seems to be some variance in opinions regarding this.
I will not enquire further , and will produce my FAA advice at any subsequent Enquiry!
Last edited by cessnapete; 18th Dec 2012 at 03:23.
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You don't get a 61.75 CPL/IR. The small print states not for commercial privileges and you may only use foreign IR privileges on it if you take the IFP written or do the full FAA IR. All based on ratings must be valid on the underlying licence fir the 61.75 to be valid.
Doing a 61.75 these days is just a house of cards. An EASA licence also has a different reference on it so a trigger event that changes from a JAA to EASA will invalidate the 61.75.
If you are learning in the USA do a full FAA PPL at the same time.
Doing a 61.75 these days is just a house of cards. An EASA licence also has a different reference on it so a trigger event that changes from a JAA to EASA will invalidate the 61.75.
If you are learning in the USA do a full FAA PPL at the same time.
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I understand that that FAA PPL involves 3 hours night flying. If you're doing that, you might as well do the extra 2 hours to bring it up to 5 hours night flying and get a night qualification on your new EASA PPL.
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Thanks!
Thanks all for that rather unanimous advice!
Will definitely take that into account. I guess the final decision will also depend on how much spare time and good weather I have. Fingers crossed.
Cheers everyone
Will definitely take that into account. I guess the final decision will also depend on how much spare time and good weather I have. Fingers crossed.
Cheers everyone
You should only need an additional three training items:
You can cover the FAA night requirements pretty much at the same time as a JAA/EASA night qualification.
Your FAA ground school is probably not fantastic so count on an additional 5-8 hrs of ground instruction to get you ready to pass an FAA oral.
The FAA written test is $150 and the examiner fee is probably around $350.
So depending on which airplane you fly for around $2,000 extra you have both.
Go for it!
- Ground reference maneuvers
- Night requirements (3 hrs)
- Instrument requirements (3)
You can cover the FAA night requirements pretty much at the same time as a JAA/EASA night qualification.
Your FAA ground school is probably not fantastic so count on an additional 5-8 hrs of ground instruction to get you ready to pass an FAA oral.
The FAA written test is $150 and the examiner fee is probably around $350.
So depending on which airplane you fly for around $2,000 extra you have both.
Go for it!
Last edited by B2N2; 18th Dec 2012 at 18:21.
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Just to add to the unanimous advice remember that you can fly a G reg in UK on an FAA private license. This is useful because the FAA medical is 2 yrs and can be handy if you are on a 12 month EASA medical. The currency requirement just needs a BFR with none of the 'instructor flight in last 6 months of 2 yrs signed by examiner' or whatever bureacratic drivel it is in UK. If a FAA BFR lapses you can just renew it before you fly.
Added to that, if you are going to tour in the US then the FAA course teaches you stuff that it's quite handy to know and many visiting pilots fail to pick up.
Added to that, if you are going to tour in the US then the FAA course teaches you stuff that it's quite handy to know and many visiting pilots fail to pick up.
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Just to add to the unanimous advice remember that you can fly a G reg in UK on an FAA private license.
(I don't know what EASA says about this, and I don't know whether the UK has filed for a derogation on the application of this part of EASA Part-FCL. But I do know that EASA is trying to get a greater control over FAA licensed pilots flying N-regs in the EU, so I can hardly imagine that they would want to continue this practice.)
EASA FCL has kicked in but it's not yet compulsory. An ICAO licence is good for a G-reg, VFR, non-commercial in the UK until April 2014.
Even after that date it will still be good for non-EASA aircraft.
Even after that date it will still be good for non-EASA aircraft.
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BOSE-X: You don't get a 61.75 CPL/IR. The small print states not for commercial privileges and you may only use foreign IR privileges on it if you take the IFP written or do the full FAA IR. All based on ratings must be valid on the underlying licence fir the 61.75 to be valid.
Some people who had their CPL validated to FAA CPL very long time ago (would have to dig out exact time/date) and somehow didn't lose the original foreign licence/privileges etc, may indeed have CPL rights of validation.
The advice given was, as long as I kept the basic foreign licence valid, medical etc., the FAA IR would remain, as long as the FAA rating recency requirements were complied with.
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I'm being lazy here as I know this topic has been extensively covered elsewhere in PPRUNE.....however I have a 61.75 certificate on the basis of my UK/JAA PPL
Long story... but I originally had a 61.75 based on my Australian licence but when the plastic cards came out the FAA required a letter of verification from CASA and because my Australian was based on my original Singapore licence they would not renew it....so after long emails and letter writing I managed to get it changed to be based on my UK licence....) The moral of the story is that I should have just gotten the full standalone FAA licence back in 1996 before all the TSA and verification requirements...
Anyway my lazy question is what is the easiest way for me to now get the standalone FAA certificate given that I am based in the UK?
Anthony Quick
Long story... but I originally had a 61.75 based on my Australian licence but when the plastic cards came out the FAA required a letter of verification from CASA and because my Australian was based on my original Singapore licence they would not renew it....so after long emails and letter writing I managed to get it changed to be based on my UK licence....) The moral of the story is that I should have just gotten the full standalone FAA licence back in 1996 before all the TSA and verification requirements...
Anyway my lazy question is what is the easiest way for me to now get the standalone FAA certificate given that I am based in the UK?
Anthony Quick
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Some people who had their CPL validated to FAA CPL very long time ago (would have to dig out exact time/date) and somehow didn't lose the original foreign licence/privileges etc, may indeed have CPL rights of validation.
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Anyway my lazy question is what is the easiest way for me to now get the standalone FAA certificate given that I am based in the UK?
Furthermore, you'll most likely need TSA clearance and an M-1 visa.
It should be possible to do the written exam in Farnborough, and it *might* be possible to do the flight test somewhere outside the US. But that will not release you from the TSA requirement (which applies to foreign FAA flight schools too), only from the M-1 visa requirement.
