FAA foreign based license
Join Date: Sep 2002
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Here is the FAA guidance.
My reading of this is that you cannot add an FAA IR to a 61.75, you have to have the rating on your foreign license to have it added to a 61.75.
The choices appear to be to get a Lithuanian IR and get it added to the 61.75 or to get a standalone FAA certificate and do the FAA IR. That course would require TSA approval.
(d) Instrument ratings issued. A person who holds an instrument rating on the foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued an instrument rating on a U.S. pilot certificate provided:]
(1) The person's foreign pilot license authorizes instrument privileges;
(2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and
(3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(1) The person's foreign pilot license authorizes instrument privileges;
(2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and
(3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
The choices appear to be to get a Lithuanian IR and get it added to the 61.75 or to get a standalone FAA certificate and do the FAA IR. That course would require TSA approval.
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Sorry to have to correct you Mike, but you most definitely can add an IR to a 61.75 certificate. Indeed I have such a certificate with Instrument and Single Engine Sea privileges added with 'US test passed'.
It requires going through the TSA approval process, taking the exam, getting the required training and experience and taking the check-ride.
One good feature of the US system is that you can practice 'under the hood' without an instructor, just a safety pilot, and you can both log the time. And all your practice approaches are paid for by the US taxpayers.
It requires going through the TSA approval process, taking the exam, getting the required training and experience and taking the check-ride.
One good feature of the US system is that you can practice 'under the hood' without an instructor, just a safety pilot, and you can both log the time. And all your practice approaches are paid for by the US taxpayers.
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Nice one, thank you for the information.
Logically of course there's no reason why not. I have a sailplane rating on mine, even though such a thing does not exist on my UK CAA license and is there simply as a result of an old BGA Bronze C certificate.
Perhaps it reflects the US "can do" approach. I suspect it comes down to who you're dealing with from the FAA.
Logically of course there's no reason why not. I have a sailplane rating on mine, even though such a thing does not exist on my UK CAA license and is there simply as a result of an old BGA Bronze C certificate.
Perhaps it reflects the US "can do" approach. I suspect it comes down to who you're dealing with from the FAA.
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Mk1 is spot on as few others.
What annoys myself, is the change to 61.75 regs few years ago limiting the validation to ONE issuing country and not 100% sure if also not one class/category. Haven't tested/researched that. Some FSDO guys may not have known for some time, as I had to show the regs to guy 'giving up' my Czech glider validation to have SEP VFR validation from elsewhere done, towards FAA IFR. Then can't fly some gliders other than solo and as solo, in USA, no passengers. Not huge issue, but silly for semi-experienced pilot flying on older student cert on medical and solo sign-off.
Another thing to be aware is that FAA should/may refuse doing NEW validation once you obtain full/standalone FAA license in same or different category. I kept mine and strictly speaking one can have aeroplane validation and later do checkride and keep/not give up validation.
If every planning to do more training or get FAA commercial, do so rather earlier, as it's house of cards keeping FAA specific ratings on validation but no full faa private or commercial.
Yes, Mike, it's bit fuddled up/not obvious and legalese, but yeah, as mentioned. My IACRA was messed up and 8710 on paper was needed as the system wasn't set up for someone having rotary commercial and doing instrument on other category on private validation.
If having VFR PPL/CPL from abroad, 61.75 validation can be 'license to tack on' FAA IR (US test passed) after checkride with FAA DPE/FSDO inspector.
For foreing PPL/CPL with same issuing authority IR, one only needs to sit the 'IFP' Instrument Foreign Pilot written through PSI (ex Lasergrade) or CATS locations - basically most FBOs/flight schools, for 150 USD (last time I checked) with possible AOPA 10 bucks discount - ask for it and book over the phone, not with the location, who may not mention it. That is, if you are AOPA or similar member that provides the discounts or fancy supporting US GA advocacy etc.
Every validation needs FLIGHT REVIEW in USA/with CFI even if current 'back home' before exercising the privileges, ie PIC on flight. Shouldn't be an issue, as before renting a/c you're likely to do check flight or two with company instructor. The FAA guys will likely remind you of it doing the Temp airman cert.
As for IPC and instrument currency after getting foreign IR transferred to validation either at initial request or later on (but need the verification letter 6 months old or less, silly I know), I'd have to check the regs. I only have uncurrent FAA IR on aeroplane private from elsewhere and full FAA heli ratings. Using the validation as basis for flight test (if not having full FAA licence later on) ie for commercial, also requires current validation letter, even if not redoing/having the piggyback re-issued. So are any changes to ratings, adding ratings or changing address.
The keeping current/building hood time as Mk1 mentions, falls under some specifics, so best be aware if tyring to do so. While under hood, the 'seeing' pilot is the Acting PIC responsible for collision avoidance in VFR and needs to be rated/current. If in IMC, also instrument rated and current. The logging is FAA thing, limited advantage to European pilots needing time for further ratings, but doable with some caution and caveats.
What annoys myself, is the change to 61.75 regs few years ago limiting the validation to ONE issuing country and not 100% sure if also not one class/category. Haven't tested/researched that. Some FSDO guys may not have known for some time, as I had to show the regs to guy 'giving up' my Czech glider validation to have SEP VFR validation from elsewhere done, towards FAA IFR. Then can't fly some gliders other than solo and as solo, in USA, no passengers. Not huge issue, but silly for semi-experienced pilot flying on older student cert on medical and solo sign-off.
Another thing to be aware is that FAA should/may refuse doing NEW validation once you obtain full/standalone FAA license in same or different category. I kept mine and strictly speaking one can have aeroplane validation and later do checkride and keep/not give up validation.
If every planning to do more training or get FAA commercial, do so rather earlier, as it's house of cards keeping FAA specific ratings on validation but no full faa private or commercial.
Yes, Mike, it's bit fuddled up/not obvious and legalese, but yeah, as mentioned. My IACRA was messed up and 8710 on paper was needed as the system wasn't set up for someone having rotary commercial and doing instrument on other category on private validation.
If having VFR PPL/CPL from abroad, 61.75 validation can be 'license to tack on' FAA IR (US test passed) after checkride with FAA DPE/FSDO inspector.
For foreing PPL/CPL with same issuing authority IR, one only needs to sit the 'IFP' Instrument Foreign Pilot written through PSI (ex Lasergrade) or CATS locations - basically most FBOs/flight schools, for 150 USD (last time I checked) with possible AOPA 10 bucks discount - ask for it and book over the phone, not with the location, who may not mention it. That is, if you are AOPA or similar member that provides the discounts or fancy supporting US GA advocacy etc.
Every validation needs FLIGHT REVIEW in USA/with CFI even if current 'back home' before exercising the privileges, ie PIC on flight. Shouldn't be an issue, as before renting a/c you're likely to do check flight or two with company instructor. The FAA guys will likely remind you of it doing the Temp airman cert.
As for IPC and instrument currency after getting foreign IR transferred to validation either at initial request or later on (but need the verification letter 6 months old or less, silly I know), I'd have to check the regs. I only have uncurrent FAA IR on aeroplane private from elsewhere and full FAA heli ratings. Using the validation as basis for flight test (if not having full FAA licence later on) ie for commercial, also requires current validation letter, even if not redoing/having the piggyback re-issued. So are any changes to ratings, adding ratings or changing address.
The keeping current/building hood time as Mk1 mentions, falls under some specifics, so best be aware if tyring to do so. While under hood, the 'seeing' pilot is the Acting PIC responsible for collision avoidance in VFR and needs to be rated/current. If in IMC, also instrument rated and current. The logging is FAA thing, limited advantage to European pilots needing time for further ratings, but doable with some caution and caveats.
