EASA PPL(A) To FAA Conversion - Validity?
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EASA PPL(A) To FAA Conversion - Validity?
Hello,
I earned my EASA PPL(A) as part of a MPL program and would like to convert it to FAA. I understand the basic process. However, I am wondering if the FAA PPL will have unlimited validity, if the underlying EASA PPL has a validity of two years? There seem to be different opinions about this...
Thanks and kind regards,
I earned my EASA PPL(A) as part of a MPL program and would like to convert it to FAA. I understand the basic process. However, I am wondering if the FAA PPL will have unlimited validity, if the underlying EASA PPL has a validity of two years? There seem to be different opinions about this...
Thanks and kind regards,
I did over simplify it a bit. For a standalone you'll need to meet the part 61 requirements - 61.109 for private and 61.129 for commercial, which you should already meet but they have specific requirements for dual cross country etc so it's worth checking. Then pass the written (60 or 100 questions) which you could pass with a few days study. Then the oral/flight test to include ground reference maneuvers. You could do it in a week if you study at home.
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If you only want the private certificate then following the requirements and doing the checkride as rudestuff says is the way to go. Getting a 61.75 requires a reasonable amount of work and patience these days. But your EASA vailidity isn't an issue - you are confusing validity and currency. As long as the 'based on' licence doesn't change licence number ( or is suspended/revoked etc) then it can be used indefinitely as the basis for a 61.75. You need to meet FAA currency requirements to use the 61.75 not EASA by the way.
But if you want the commercial then you will have to either do the private checkride first or get a private 61.75 cert first, because you are subject to the same requirements as anyone else taking a commercial
ie.
(h) Hold at least a private pilot certificate issued under this part or meet the requirements of § 61.73;
more here : https://www.law.cornell.edu/cfr/text/14/61.123
But if you want the commercial then you will have to either do the private checkride first or get a private 61.75 cert first, because you are subject to the same requirements as anyone else taking a commercial
ie.
(h) Hold at least a private pilot certificate issued under this part or meet the requirements of § 61.73;
more here : https://www.law.cornell.edu/cfr/text/14/61.123
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The 61.75 route is quite straight forward; validation of your existing licence and a visit to the FSDO who will issue an FAA airman's certificate.
Then just a flight review with an instructor and you're in business.
You can also use either your existing medical or get an FAA one.
I've been flying under that arrangement for the last ten years and there's no real disadvantage.
Then just a flight review with an instructor and you're in business.
You can also use either your existing medical or get an FAA one.
I've been flying under that arrangement for the last ten years and there's no real disadvantage.
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If you want to have the standalone FAA certificate I recommend getting the 61.75 first. Itīs just paperwork and pretty straightforward and having the certificate already you should be able to do your standalone then without having to apply for an M1 visa.
61.75 is straightforward: paperwork, visit to a FSDO, then it's valid for PPL privileges for as long as your home licence and medical, and your FAA (biennial-ish) Flight Review are current.
If you have an EASA professional licence and are working so presumably have some reasonable flying experience, then I can't see any reason to go for a standalone FAA PPL - you may as well go for a standalone FAA CPL. Both are one written, one oral, instruction as required, and a single checkride. The content is somewhat different to what you saw in your EASA skill tests, it's no more difficult, and much of it is quite fun to learn (if pointless - I've yet to find any practical application for a Lazy Eight). You would need a training visa, TSA clearance and PPL validation for it, which are just a few hundred dollars, some paperwork, and a trip to the embassy.
You can, incidentally, add an FAA Instrument Rating to both, or either.
[Or you can do what I did, which is both - so for PPL privileges I can use my 61.75 PPL so long as my EASA licence and medical are current and of-course my FAA Flight Review, then if I need FAA commercial privileges I just additionally need to ensure that my FAA medical is in date.]
G
If you have an EASA professional licence and are working so presumably have some reasonable flying experience, then I can't see any reason to go for a standalone FAA PPL - you may as well go for a standalone FAA CPL. Both are one written, one oral, instruction as required, and a single checkride. The content is somewhat different to what you saw in your EASA skill tests, it's no more difficult, and much of it is quite fun to learn (if pointless - I've yet to find any practical application for a Lazy Eight). You would need a training visa, TSA clearance and PPL validation for it, which are just a few hundred dollars, some paperwork, and a trip to the embassy.
You can, incidentally, add an FAA Instrument Rating to both, or either.
[Or you can do what I did, which is both - so for PPL privileges I can use my 61.75 PPL so long as my EASA licence and medical are current and of-course my FAA Flight Review, then if I need FAA commercial privileges I just additionally need to ensure that my FAA medical is in date.]
G
Last edited by Genghis the Engineer; 14th Oct 2019 at 10:14.
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> you should be able to do your standalone then without having to apply for an M1 visa.
Not related. Don't confuse TSA requirements, which you will need for your standalone private certificate training , with a visa which is a requirement to enter the country for a course of flight training.
Genghis - apologies for the nit picking
>EASA licence and medical are current
I believe should say EASA licence valid ( ie not revoked) and medical current - you don't need currency on the EASA licence, you need only FAA definition of currency on the 61.75, ie 90 days, BFR etc
Not related. Don't confuse TSA requirements, which you will need for your standalone private certificate training , with a visa which is a requirement to enter the country for a course of flight training.
Genghis - apologies for the nit picking
>EASA licence and medical are current
I believe should say EASA licence valid ( ie not revoked) and medical current - you don't need currency on the EASA licence, you need only FAA definition of currency on the 61.75, ie 90 days, BFR etc
