Training in the USA (incl Florida!)
Blah Blah Blah
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M1 Visa
PowderMonkey
To train in the U.S you will need an M1 VISA that is sponsored by an FTO authorisded to sponsor M1 visas. The process will take about 3 months to complete, the only 2 FTO's i know that are authorised M1 schools are OFT and OBA
www.flyoft.com
www.flyoba.com
Gary.
To train in the U.S you will need an M1 VISA that is sponsored by an FTO authorisded to sponsor M1 visas. The process will take about 3 months to complete, the only 2 FTO's i know that are authorised M1 schools are OFT and OBA
www.flyoft.com
www.flyoba.com
Gary.
Blah Blah Blah
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I am not sure about EFT, their website should tell you though. If you are thinking of going in May you best book to get your visa interview at the embassy ASAP. But prior to doing that you need to register with the TSA and SEEVIS, and you can only do that after you have picked an FTO as they have to do some paperwork for you to take to the embassy, plus you need to wait for your TSA papers and SEEVIS papers to turn up. If you start now you should get your TSA and SEEVIS papers by the end of March. By then you might struggle to get the M1 VISA issued in time.
Have you also got an FAA PPL or an FAA temporary airmans cirtificate and FAA medical? If not that is another few months worth of paperwork between the CAA the FAA and FISDO that you choose to collect your FAA papers from.
Without an FAA PPL or an FAA temporary airmans cirtificate you would only be able to fly with student privelages.
If you don't already have an FAA medical then you will have to get one when you get there. And you will need to get finger printed before you can fly.
All in all you have a lot of paper work to crack on with, with minimal time if you want to go in May.
Gary
Have you also got an FAA PPL or an FAA temporary airmans cirtificate and FAA medical? If not that is another few months worth of paperwork between the CAA the FAA and FISDO that you choose to collect your FAA papers from.
Without an FAA PPL or an FAA temporary airmans cirtificate you would only be able to fly with student privelages.
If you don't already have an FAA medical then you will have to get one when you get there. And you will need to get finger printed before you can fly.
All in all you have a lot of paper work to crack on with, with minimal time if you want to go in May.
Gary
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Looks like I 'd better get the proverbial finger out then!!!
I have an IAA Class1 medical, so I thought that would cover that.
I need to convert my PPL to an FAA still. If I get on with the paperwork now, will I be ready by mid May? My last 3 ATPL's will be finished end of April, so a couple of weeks to get myself sorted and I can be off.
Thanks for all the info guys
PM
I have an IAA Class1 medical, so I thought that would cover that.
I need to convert my PPL to an FAA still. If I get on with the paperwork now, will I be ready by mid May? My last 3 ATPL's will be finished end of April, so a couple of weeks to get myself sorted and I can be off.
Thanks for all the info guys
PM
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Peewit,
No longer flying at this time, I'm afraid...54 hrs shy of 10,000 and it doesn't look like I'll ever reach that milestone...
I'll PM you w/my phone # and maybe we can get together for a "debrief" sometime...
BTW, the toll on the alley went from $1.50 to $2.50 on 05 Feb...sorry for your bad luck...
How are you liking the cold snap?
No longer flying at this time, I'm afraid...54 hrs shy of 10,000 and it doesn't look like I'll ever reach that milestone...
I'll PM you w/my phone # and maybe we can get together for a "debrief" sometime...
BTW, the toll on the alley went from $1.50 to $2.50 on 05 Feb...sorry for your bad luck...
How are you liking the cold snap?
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Big Grecian
Have you ever been to a flying club, or other relatively small flying organisation for the enthusiast? I think you will find there is a difference, a change of feel. To really learn about aviation people with few hours need to spend time informally wiht people who have a lot of experience, just talking about flying as we all do. I mean that whatever your definition of few or a lot. I know I learnt from people with fewer hours than the 1000 or so I now have, but I equally know I have a lot to learn from friends with 3000 hours.
Peewit
You are in an uncommon situation, and had you flown in the summer (or in places I have flown even in winter) you could get good continuity in the UK. However part of the problem I am trying to describe is the pushing through the course that you are appreciating. You are leanring the syllabus, but flying is so much more than that! There is a lot you only learn in the bar with Pontius's classmates.
It is probably not important to you, as any flying you do back here is likely to be in a club where you will get that atmosphere. This is the commercial training forum, so many people here will go straight to a short course in an FTO for CPL and IR, working intensively towards those goals. Some of them will still get the experience there, as some FTOs have a good social scene and a wide variety of experience. Sadly others do not.
Have you ever been to a flying club, or other relatively small flying organisation for the enthusiast? I think you will find there is a difference, a change of feel. To really learn about aviation people with few hours need to spend time informally wiht people who have a lot of experience, just talking about flying as we all do. I mean that whatever your definition of few or a lot. I know I learnt from people with fewer hours than the 1000 or so I now have, but I equally know I have a lot to learn from friends with 3000 hours.
Peewit
You are in an uncommon situation, and had you flown in the summer (or in places I have flown even in winter) you could get good continuity in the UK. However part of the problem I am trying to describe is the pushing through the course that you are appreciating. You are leanring the syllabus, but flying is so much more than that! There is a lot you only learn in the bar with Pontius's classmates.
It is probably not important to you, as any flying you do back here is likely to be in a club where you will get that atmosphere. This is the commercial training forum, so many people here will go straight to a short course in an FTO for CPL and IR, working intensively towards those goals. Some of them will still get the experience there, as some FTOs have a good social scene and a wide variety of experience. Sadly others do not.
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I am tending to agree with Send Clowns even though I do support training in America, I am still glad I took my PPL course over the duration of a year, at a "small flying club" with a great bar talk environment. It is where I learnt a lot of "everyday" issues in regards to flying and life in general. I've also made some great friends along the way.
There is so much one learns from other pilots, be they new to the flying scene or the retired airline captain kicking sitting on the stool at the end of the bar with their passion for aviation still burning within. To be within an environment like a club with or without a bar puts you into an environment that is only good for the foundation of knowledge. One never stops learning and all that...
Nothing can substitute the kind of learning that Send Clowns describes pretty well above.
For this is why I am extremely happy that I didn't attend an integrated course. There would be so much of "everyday useful knowledge" that would be missing if I hadn't been an active member of a flying club for the past nine years (has it really been that long?) and I really do mean "club" in the strongest sense of the word.
Although the club has since closed and an aviation academy has taken up residency in the former club house, the previous club members, the core of the flying scene at our home base and yes that does include the retired airline captain or two, still meet every thursday for an informal "flying related" chat over a few pints at a local drinking venue.
There is so much one learns from other pilots, be they new to the flying scene or the retired airline captain kicking sitting on the stool at the end of the bar with their passion for aviation still burning within. To be within an environment like a club with or without a bar puts you into an environment that is only good for the foundation of knowledge. One never stops learning and all that...
Nothing can substitute the kind of learning that Send Clowns describes pretty well above.
For this is why I am extremely happy that I didn't attend an integrated course. There would be so much of "everyday useful knowledge" that would be missing if I hadn't been an active member of a flying club for the past nine years (has it really been that long?) and I really do mean "club" in the strongest sense of the word.
Although the club has since closed and an aviation academy has taken up residency in the former club house, the previous club members, the core of the flying scene at our home base and yes that does include the retired airline captain or two, still meet every thursday for an informal "flying related" chat over a few pints at a local drinking venue.
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Talking or doing
If I had to make a choice between talking about flying activity in a club environment or actually doing the activity in a busy airspace, I would choose doing it every time, especially from a training perspective.
Luckily I am doing both.
Peewit
Luckily I am doing both.
Peewit
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Originally Posted by peewit
Maybe I fall into the "don't know any better" category.
The reason I chose to do a JAA PPL at NAC was was for speed, as you rightly point out. Being over 60 years I just wanted to get flying asap. I have been learning in England for 6 months and found that it was slow progress with so many cancellations due to bad weather. I was averaging 1 hour per month over the winter and forgetting things from earlier lessons. In my opinion the standard of instruction I am getting here is just as good as the best I got in the UK. Here though I am able to build on the previous days lessons and feel I am really improving. I did all the written exams before coming out here so I do not feel part of a sausage factory. I am just flying almost every day in lovely weather. The cost saving is a factor too, and having the JAA training is purely again for speed and convenience. I did not really consider getting FAA training and converting but given the choice again I would probably make the same decision.
Peewit
The reason I chose to do a JAA PPL at NAC was was for speed, as you rightly point out. Being over 60 years I just wanted to get flying asap. I have been learning in England for 6 months and found that it was slow progress with so many cancellations due to bad weather. I was averaging 1 hour per month over the winter and forgetting things from earlier lessons. In my opinion the standard of instruction I am getting here is just as good as the best I got in the UK. Here though I am able to build on the previous days lessons and feel I am really improving. I did all the written exams before coming out here so I do not feel part of a sausage factory. I am just flying almost every day in lovely weather. The cost saving is a factor too, and having the JAA training is purely again for speed and convenience. I did not really consider getting FAA training and converting but given the choice again I would probably make the same decision.
Peewit
Quick query, I just wanted to confirm that, indeed, one can do the written exams before the practical flying hours?, can one do these exams in Europe and use the qualification in US? If so how long does the qualification remain valid
Also does this apply to the medical, could I get say , a Danish medical and use it in U.S. and again how long will it remain valid.
Is there a lot of paperwork involved in getting the Visa, and would most peolpe that apply be granted one, my only worry is being refused the M1 Visa for some reason and then being refused future entry into the States for other reasons as a result, in the future, Cheers! IE
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Visa paperwork
Originally Posted by Irish Expat
Hi Peewit
Quick query, I just wanted to confirm that, indeed, one can do the written exams before the practical flying hours?, can one do these exams in Europe and use the qualification in US? If so how long does the qualification remain valid
Also does this apply to the medical, could I get say , a Danish medical and use it in U.S. and again how long will it remain valid.
Is there a lot of paperwork involved in getting the Visa, and would most peolpe that apply be granted one, my only worry is being refused the M1 Visa for some reason and then being refused future entry into the States for other reasons as a result, in the future, Cheers! IE
Quick query, I just wanted to confirm that, indeed, one can do the written exams before the practical flying hours?, can one do these exams in Europe and use the qualification in US? If so how long does the qualification remain valid
Also does this apply to the medical, could I get say , a Danish medical and use it in U.S. and again how long will it remain valid.
Is there a lot of paperwork involved in getting the Visa, and would most peolpe that apply be granted one, my only worry is being refused the M1 Visa for some reason and then being refused future entry into the States for other reasons as a result, in the future, Cheers! IE
I am doing the JAA PPL and completed all my CAA written exams in England before coming out. There is a student here from Denmark also doing JAA PPL at NAC and the exams he did in Copenhagen were not accepted although I do not know why, so he is doing the CAA exams again (all seven). There is also a student from Cork and he is here for a year and he had not done any pre-study and is doing the FAA course and groundschool.
I will ask Torsten where he got his medical (probably Copenhagen) but I would have thought that as long as it is with a properly approved doctor it would be acceptable here.
Lastly there is quite a lot of paperwork, and a lot of fees in getting the M1 Visa. If you enroll with NAC they send you a very good guide that tells you what you need to do. A lot of forms you get from, and file on the internet. They do take a while to fill in. I guess that they are looking at your background to make sure you are a "good person" and also that you have ties outside the US and are likely to return home after the training. You need to attend an interview at a US embassy. My interview was in London. I had to arrive at a specific time. I waited 2 hours to get my documentation checked and then another 2 hours for the interview that took 2 minutes. Then I paid a fee for a courier to return my passport with the visa in it after a few days.
I suppose this could be tedious for someone in a hurry to get a visa but in my case it was just part of the many processes involved in PPL training.
NAC arrange the fingerprints to be taken here in Naples. In fact a policeman comes out to the school to do it.
Hope that helps with your decision.
There are probably others on this thread that can provide the complete answer.
I have no regrets with my decision.
Peewit
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Medical for US Flying
Hi,
My understanding was that, as a student at least, you required a US (FAA) medical to fly in US airspace. This is far less stringent than the JAA class 2, so should be no problem if you already hold a european medical.
I had my FAA medical done at med-fly next to the pilot shop at the airport, and IIRC it cost about $85. It took about 10 minutes. Ask for the version of the medical card with the "Student Pilot Certificate" on the back, as this can also be used for endorsements from your instructor.
Peewit - Don't bend N946AC!
I did my first solo in that aircraft and will be needing it again in a month or so. Good Luck!
My understanding was that, as a student at least, you required a US (FAA) medical to fly in US airspace. This is far less stringent than the JAA class 2, so should be no problem if you already hold a european medical.
I had my FAA medical done at med-fly next to the pilot shop at the airport, and IIRC it cost about $85. It took about 10 minutes. Ask for the version of the medical card with the "Student Pilot Certificate" on the back, as this can also be used for endorsements from your instructor.
Peewit - Don't bend N946AC!
I did my first solo in that aircraft and will be needing it again in a month or so. Good Luck!
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Update on medical
Hi IE
If you want to fly in Europe and the USA you need to get a CAA medical class 2 and ask for it to be endorsed for FAA use. I should have done this but didn't, so this morning I walked over to Med-Fly and got a FAA student pilot medical. It took 15 minutes and the cost was $80.
I asked Torsten why the CAA exams that he took in Denmark were not accepted and he said it was because they need to done in the language of the country where your course is based. He originally did the exams in Danish and is now progressing well with doing the same exams again here but with English language papers.
Nosefirst
My landings this morning were all good. I am getting to like N946AC but I understand there are negotiations under way to sell the C152's but it should be here for at least another 6 weeks.
Peewit
If you want to fly in Europe and the USA you need to get a CAA medical class 2 and ask for it to be endorsed for FAA use. I should have done this but didn't, so this morning I walked over to Med-Fly and got a FAA student pilot medical. It took 15 minutes and the cost was $80.
I asked Torsten why the CAA exams that he took in Denmark were not accepted and he said it was because they need to done in the language of the country where your course is based. He originally did the exams in Danish and is now progressing well with doing the same exams again here but with English language papers.
Nosefirst
My landings this morning were all good. I am getting to like N946AC but I understand there are negotiations under way to sell the C152's but it should be here for at least another 6 weeks.
Peewit
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An Faa medical is not required to fly in US airspace if you are flying on an FAA PPL based on a foreign licence. You must however have a valid foreign medical. That is the basics!!
G74
G74
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Originally Posted by DownIn3Green
Peewit,
No longer flying at this time, I'm afraid...54 hrs shy of 10,000 and it doesn't look like I'll ever reach that milestone...
I'll PM you w/my phone # and maybe we can get together for a "debrief" sometime...
BTW, the toll on the alley went from $1.50 to $2.50 on 05 Feb...sorry for your bad luck...
How are you liking the cold snap?
No longer flying at this time, I'm afraid...54 hrs shy of 10,000 and it doesn't look like I'll ever reach that milestone...
I'll PM you w/my phone # and maybe we can get together for a "debrief" sometime...
BTW, the toll on the alley went from $1.50 to $2.50 on 05 Feb...sorry for your bad luck...
How are you liking the cold snap?
I will be giving you a call in the next few days. The flight training here at NAC has been full on since I arrived and right now I am not getting any spare time. In fact so much is happening that it takes a long time to get my blog posted every night. I'm glad we are back to normal temperatures now.
Peewit
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PeeWit,
You must be famous at NAC...I walked in the other day and when Richard saw me he said "Are you looking for PeeWit?"...actually, I was nearby and had just stopped in to see you but you had all ready gone...
Great job on your solo...talk to you soon...
You must be famous at NAC...I walked in the other day and when Richard saw me he said "Are you looking for PeeWit?"...actually, I was nearby and had just stopped in to see you but you had all ready gone...
Great job on your solo...talk to you soon...
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Weather in Florida
Hi everybody, I plan to go to Florida in May-June to do my hour building. 
The only thing I'm not sure about is the weather.
Usually on the websites they say that it's sunny and fine throughout the whole year, however some of my friends that went there told me that actually there are clouds and thunderstorms very often. Can you tell me about your experience?
I'd like to fly every day, so do you think is it possible to have at least some hours of good VFR condition every day?
Thanks!
The only thing I'm not sure about is the weather. Usually on the websites they say that it's sunny and fine throughout the whole year, however some of my friends that went there told me that actually there are clouds and thunderstorms very often. Can you tell me about your experience? I'd like to fly every day, so do you think is it possible to have at least some hours of good VFR condition every day?
Thanks!
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you will find florida very hot in june and florida does have some bizarre weather, it rains more during the summer than winter, you will find most days you will have a torrential downpour for about 20 minutes then 10 minutes later everywheres bone dry again.
May-Nov is basically thunderstorm season with Aug-Nov being Hurricane season also.
Sounds bad, but it's not that bad really.
Matter of flight planning and route selection.
Check satellite imagery in the morning to see what the trend is, satellite alows you to see the prevailing wind direction for the day.
You will soon find out which areas to avoid during which times of the day.
Lake Okeechobee (slightly SE of center Florida) actually creates quite a bit of lake effect. Depending on the wind CB's on one shore line with the other side being clear.
Shore line (East or West) tends to remain clear, once again depending on wind direction. It's not uncommon to see a WALL of Cb's about 20 miles inland with the shoreline being clear because of sea breeeze.
Get a thorough check-out and talk to local pilots.
Don't get caught in front of a moving thunderstorm, fly around the back-end.
Sounds bad, but it's not that bad really.
Matter of flight planning and route selection.
Check satellite imagery in the morning to see what the trend is, satellite alows you to see the prevailing wind direction for the day.
You will soon find out which areas to avoid during which times of the day.
Lake Okeechobee (slightly SE of center Florida) actually creates quite a bit of lake effect. Depending on the wind CB's on one shore line with the other side being clear.
Shore line (East or West) tends to remain clear, once again depending on wind direction. It's not uncommon to see a WALL of Cb's about 20 miles inland with the shoreline being clear because of sea breeeze.
Get a thorough check-out and talk to local pilots.
Don't get caught in front of a moving thunderstorm, fly around the back-end.