Risky Plan to Fly Commercial: FAA License as Immigrant
Thread Starter
Joined: Apr 2023
Posts: 72
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From: United Kingdom
Risky Plan to Fly Commercial: FAA License as Immigrant
Recently, I unfortunately failed my CAA Class 1 medical examination, which has been quite a setback in my pursuit of a commercial pilot career. On the bright side, I currently hold an FAA Class 1 medical and am optimistic about obtaining a Transport Canada (TC) Category 1 medical as well. With this in mind, I've crafted a somewhat unconventional plan to achieve my goal of becoming a commercial pilot, and I'm curious to hear your thoughts on its viability.
My plan involves relocating to the United States on an F1 visa to complete my FAA ATPL certification. The advantage of the F1 visa is that it offers opportunities for Curricular Practical Training (CPT) / Optional Practical Training (OPT). These programs acknowledge the necessity for practical, hands-on experience in pursuing flight training as a career, and would allow me to build additional flight hours by working as a CFI. This approach not only provides valuable experience but also means I'd be earning income while accumulating flight hours (though much of it would likely cover living expenses), which could offset the costs associated with training.
After gaining sufficient experience and flight hours in the US, my intention is to leverage this background to apply for Canadian Permanent Residency (a lot more welcoming than the US) through the Express Entry program as a skilled worker. Upon securing PR status, I would proceed to convert my FAA ATPL to a TC ATPL—a process I've heard is relatively straightforward and easy. With a TC ATPL and permanent residency, I believe I'd be in a strong position to pursue employment opportunities within Canada, circumventing the considerable challenges associated with job hunting on a work visa.
While this plan seems sound on paper, I acknowledge that it's not without risks and uncertainties. I'm also aware that navigating immigration processes, certification conversions, and securing employment in a competitive industry presents its own set of challenges, which could be critical if things start to unravel, but worst case scenario I am back in the UK as a CFI.
Do you see any significant pitfalls or obstacles in this plan that I might be overlooking? Are there specific considerations or alternative pathways I should explore to increase my chances of success? Any advice, personal experiences, or recommendations would be immensely helpful as I evaluate and refine this strategy.
Thank you in advance for your guidance.
bakerin
My plan involves relocating to the United States on an F1 visa to complete my FAA ATPL certification. The advantage of the F1 visa is that it offers opportunities for Curricular Practical Training (CPT) / Optional Practical Training (OPT). These programs acknowledge the necessity for practical, hands-on experience in pursuing flight training as a career, and would allow me to build additional flight hours by working as a CFI. This approach not only provides valuable experience but also means I'd be earning income while accumulating flight hours (though much of it would likely cover living expenses), which could offset the costs associated with training.
After gaining sufficient experience and flight hours in the US, my intention is to leverage this background to apply for Canadian Permanent Residency (a lot more welcoming than the US) through the Express Entry program as a skilled worker. Upon securing PR status, I would proceed to convert my FAA ATPL to a TC ATPL—a process I've heard is relatively straightforward and easy. With a TC ATPL and permanent residency, I believe I'd be in a strong position to pursue employment opportunities within Canada, circumventing the considerable challenges associated with job hunting on a work visa.
While this plan seems sound on paper, I acknowledge that it's not without risks and uncertainties. I'm also aware that navigating immigration processes, certification conversions, and securing employment in a competitive industry presents its own set of challenges, which could be critical if things start to unravel, but worst case scenario I am back in the UK as a CFI.
Do you see any significant pitfalls or obstacles in this plan that I might be overlooking? Are there specific considerations or alternative pathways I should explore to increase my chances of success? Any advice, personal experiences, or recommendations would be immensely helpful as I evaluate and refine this strategy.
Thank you in advance for your guidance.
bakerin
Last edited by bakerin; 26th August 2024 at 22:03. Reason: Grammar
PPRuNe Handmaiden
Joined: Feb 1997
Posts: 4,910
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From: Duit On Mon Dei
bakerin Whatever the medical issue is, have you checked what the renewal requirements are instead of initial? If you apply for a renewal (I think it might be called a lapsed or extended renewal, I can't remember) while holding a professional licence and medical from another state, the minimums are often lower.
This is the medical I got when I changed from an Australian Class 1 to convert to an JAA (as it was known then) Class 1 medical. (I had an Australian ATPL with 4500 hours).
This is the medical I got when I changed from an Australian Class 1 to convert to an JAA (as it was known then) Class 1 medical. (I had an Australian ATPL with 4500 hours).
Joined: Jan 2005
Aviation Qualifications: ATPL
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From: NA
Overall the plan is sound, but risky. And pay in Canada is lower than US, so financially this may not be beneficial in the long term.
Also double-check the visa offering. F1 is for an academic course (eg Bachelors) which can be combined with flight, while the similar M1 is for vocational training only, and typically shorter duration.
Good luck.
Also double-check the visa offering. F1 is for an academic course (eg Bachelors) which can be combined with flight, while the similar M1 is for vocational training only, and typically shorter duration.
Good luck.
Thread Starter
Joined: Apr 2023
Posts: 72
Likes: 1
From: United Kingdom
Thread Starter
Joined: Apr 2023
Posts: 72
Likes: 1
From: United Kingdom
As much as I would like to get my right to live and work somewhere beforehand, as far as I am aware, it simply isn't possible.
The reason I plan to do the training first is to leverage my background in aviation to help me secure such right to live and work. Canada recognise pilots as skilled workers and thus are eligible for permanent residency through express entry. By going through the F1 visa it allows me to gain about 1,000 hours or so as a CFI, so I have experience as a "skilled worker". Obviously an ambitious plan but absolute worst case scenario I return to the UK as a certified CFI, admittedly spent more money than I would have liked, but covert FAA to CAA and go from there.
As someone mentioned holding an FAA ATPL also makes me able to try the CAA Class 1 as a renewal instead of a comprehensive initial.
Last edited by bakerin; 27th August 2024 at 17:39. Reason: Typo
PPRuNe Handmaiden
Joined: Feb 1997
Posts: 4,910
Likes: 184
From: Duit On Mon Dei
My visual acuity etc is fine, it is an issue with heterophoria (calibration between the eyes) essentially causing a slight offset and subsequently double vision in some cases. It is a bit of a grey area in terms of the CAA, so I'd like to try the foreign medicals (TC & FAA) that are less strict.
You will need to get that clarified for a renewal before you spend a cent.
Thread Starter
Joined: Apr 2023
Posts: 72
Likes: 1
From: United Kingdom
Ahh! Double vision! I am cross eyed and that's the very thing they were looking for when I did the "initial" at Gatwick (Aka the CAA). Any sign of that and the conversion of the licence would probably have been over...
You will need to get that clarified for a renewal before you spend a cent.
You will need to get that clarified for a renewal before you spend a cent.
If you could provide any information on how you went about it, I would greatly appreciate it. (I see your account was made in 1997 so if your recollection is not the best I understand).
Joined: Mar 2024
Posts: 28
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From: Ireland
My visual acuity etc is fine, it is an issue with heterophoria (calibration between the eyes) essentially causing a slight offset and subsequently double vision in some cases. It is a bit of a grey area in terms of the CAA, so I'd like to try the foreign medicals (TC & FAA) that are less strict.
Binocular function
Applicants with heterophoria (imbalance of the ocular muscles) exceeding:
(1) at 6 metres: 2.0 prism dioptres in hyperphoria, 10.0 prism dioptres in esophoria, 8.0 prism dioptres in exophoria and
(2) at 33 centimetres: 1.0 prism dioptre in hyperphoria, 8.0 prism dioptres in esophoria, 12.0 prism dioptres in exophoria
should be assessed as unfit.
A fit assessment may be considered if an orthoptic evaluation demonstrates that the fusional reserves are sufficient to prevent asthenopia and diplopia.
Applicants with heterophoria (imbalance of the ocular muscles) exceeding:
(1) at 6 metres: 2.0 prism dioptres in hyperphoria, 10.0 prism dioptres in esophoria, 8.0 prism dioptres in exophoria and
(2) at 33 centimetres: 1.0 prism dioptre in hyperphoria, 8.0 prism dioptres in esophoria, 12.0 prism dioptres in exophoria
should be assessed as unfit.
A fit assessment may be considered if an orthoptic evaluation demonstrates that the fusional reserves are sufficient to prevent asthenopia and diplopia.
In the UK the best person to consult about this is Dr Adrian Chorley at Aviation Vision Services. Don't rule anything out until you speak to him.
