FAA Crew in Europe and "Proficiency Checks"
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FAA Crew in Europe and "Proficiency Checks"
Flying an N registered aircraft in Europe with an FAA license, what will be the requirement on recurrent training on that type of helicopter? Since JAA/EASA requires a “proficiency check” every 12 months to legally fly, what is the requirement for foreign operated aircraft and crew?
Since we are bound to the more stringent rules in the country where we fly, would we not need a sign off in the last 12 months?
Any guidance where I could find the legal descripts on this issue?
Since we are bound to the more stringent rules in the country where we fly, would we not need a sign off in the last 12 months?
Any guidance where I could find the legal descripts on this issue?
JAA/FAA pilot---if you are an FAA licensed pilot you should really know this, but I will be nice.
Depends upon what you are doing with the aircraft. Under part 121/135 you need an annual check by your company check airman. I am guessing you are just operating the aircraft for pleasure at which point you need a BFR, which has been discussed ad-nauseum elsewhere on Rotorheads.
14 CFR 61.56
Depends upon what you are doing with the aircraft. Under part 121/135 you need an annual check by your company check airman. I am guessing you are just operating the aircraft for pleasure at which point you need a BFR, which has been discussed ad-nauseum elsewhere on Rotorheads.
14 CFR 61.56
Last edited by Gordy; 7th May 2010 at 15:54. Reason: Correcting my bad spelling...
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I do know the FAA side and I do know the JAA side, BUT if you are flying in Europe, you are bound to JAA/EAS rules if they are more stringent than FAA rules..right?...so, that would mean you will need a check in the last 12 months...right? Part 135/121 is not in question as there are annual checks….but what about Part 91?
If you are flying a US registered aircraft on an FAA license it is my understanding you follow FAA regulations. Therefore the requirements of 14 CFR 61.56 come into play, and unless you meet on of the listed exceptions, you ARE required to accomplish a flight review under FAA rules in an aircraft for which you are rated. Part 91 has nothing to do with licensing--that is the operating rules.
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Somewhere in my career I learned, that you are always bound to the more stringent rule flying in a foreign country if they exist.
Just because you are night rated and qualified according to FAA rules, does not mean you can fly at night anywhere in this world if you like to do so. There are places that say NO…and you are bound to that rule.
So, for example, just last year I had to produce the paperwork that I completed a “proficiency check” in the last 12 months. It was needed for a permit in a European country. I would have not gotten the permit, if I would have not produced the signed off p-check. But, I would like to find that little blurb in a regulation somewhere, where I can read, that I do need that. That is where my question comes from.
Just because you are night rated and qualified according to FAA rules, does not mean you can fly at night anywhere in this world if you like to do so. There are places that say NO…and you are bound to that rule.
So, for example, just last year I had to produce the paperwork that I completed a “proficiency check” in the last 12 months. It was needed for a permit in a European country. I would have not gotten the permit, if I would have not produced the signed off p-check. But, I would like to find that little blurb in a regulation somewhere, where I can read, that I do need that. That is where my question comes from.
There is no 12 month proficiency check for the FAA--unless you are talking the Robinson helicopter. Regardless of ANY other rules....in order to fly an N registered aircraft on an FAA license, you ARE REQUIRED to meet the requirements of 14 CFR 61.56 which is the flight review.
If you want to be legal, unless you meet one of the exceptions listed in the FAR, you had better have an endorsement that reads at the very least something like this, regardless of which country you are operating the aircraft in:
“I certify that_____________________holder of pilot certificate number__________________, has satisfactorily completed a flight review in accordance with FAR 61.56.”
Signed and dated by a current FAA CFI.
If you want to be legal, unless you meet one of the exceptions listed in the FAR, you had better have an endorsement that reads at the very least something like this, regardless of which country you are operating the aircraft in:
“I certify that_____________________holder of pilot certificate number__________________, has satisfactorily completed a flight review in accordance with FAR 61.56.”
Signed and dated by a current FAA CFI.
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Gordy, I am sorry...you just don't get it! I am not talking about a Flight review....
Have you flown in Europe with an N registered airplane under rules and laws that differ from the US?
Do you think a European registered Aircraft with a JAA certified Pilot is going by JAA rules while in the US? Think...
Have you flown in Europe with an N registered airplane under rules and laws that differ from the US?
Do you think a European registered Aircraft with a JAA certified Pilot is going by JAA rules while in the US? Think...
JAA/FAA Pilot:
Here is the FIRST line of YOUR thread:
Next:
Not an airplane, but yep, flew a "N" registered helicopter in Britain...
Goodbye
Gordy, I am sorry...you just don't get it! I am not talking about a Flight review....
Flying an N registered aircraft in Europe with an FAA license, what will be the requirement on recurrent training on that type of helicopter?
Have you flown in Europe with an N registered airplane under rules and laws that differ from the US?
Goodbye
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JAA/FAA pilot
You are mixing things up terribly. You have to follow the rules of the air of the foreign country. It has nothing to do with licensing. The problem you encountered is just because some authorities just don't know better, ie not used to dealing with FAA licenses. But flying US reg on an FAA ticket on the FAR's apply.
And you cannot fly on a JAA license in the States on US registered aircraft.
If VFR nightflying is allowed in a country, you CAN fly at night in a US registered aircraft as well. Some countries don't allow ICAO license holders to fly at night on the national register. As well as IFR when you have an IR.
You are mixing things up terribly. You have to follow the rules of the air of the foreign country. It has nothing to do with licensing. The problem you encountered is just because some authorities just don't know better, ie not used to dealing with FAA licenses. But flying US reg on an FAA ticket on the FAR's apply.
And you cannot fly on a JAA license in the States on US registered aircraft.
If VFR nightflying is allowed in a country, you CAN fly at night in a US registered aircraft as well. Some countries don't allow ICAO license holders to fly at night on the national register. As well as IFR when you have an IR.
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Hi JAA/FAA pilot,
The JAA proficiency check (PC) is a check to keep the type in your JAR certificate valid. And it is valid for 12 months. If you are working within a european commercial company you have to do a OPC (operational proficiency check ) every 6 month.
But like Gordy wrote, these things doesn't apply to you, with a FAA certificate in a N reg helicopter..
Fly safe, wiisp
The JAA proficiency check (PC) is a check to keep the type in your JAR certificate valid. And it is valid for 12 months. If you are working within a european commercial company you have to do a OPC (operational proficiency check ) every 6 month.
But like Gordy wrote, these things doesn't apply to you, with a FAA certificate in a N reg helicopter..
Fly safe, wiisp
Also of course there is no type rating on the FAA licence , so you dont need to show proficiency on a specific aircraft ...any one in the category ie less than X KG,s will do .
