FAA licenses?
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Thank you for your email and for your interest in FlightSafety. We do not at this time administer FAA written tests for ATPL. We are able, in some cases, to do an ATP Checkride during an initial or recurrent course (as part of or in addition to a checkride that we are giving) once the written and all other requirements are completed, but we are not authorized to do the written test. Please let me know if there is anything else I can help you with.
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Diana Clasen Manager, Corporate Communications
FlightSafety International 1951 Airport Road Wichita, KS 67209
Tel: 316.220.3169 Toll-free: 800.227.5656 Cell: 316.519.9072 Fax: 316.220.3239
Best Regards,
Diana Clasen Manager, Corporate Communications
FlightSafety International 1951 Airport Road Wichita, KS 67209
Tel: 316.220.3169 Toll-free: 800.227.5656 Cell: 316.519.9072 Fax: 316.220.3239
Any more ideas are more than welcome....
Scheduling my flight to the US for June 2012.....sitting the written ATPL-H test, thereafter flying 3 hours training plus checkride (CPL), then 3 hours plus checkride (IF).......
Thatīs-according to all the information posted here-seems to be the ONLY way to get an FAA standalone ATPL(H).......
If anyone can get me in contact with anyone who can take the written (and possibly the checkrides, too) easier/cheaper-let me know.....
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HR,
You can use your ICAO CPL as the requirement for FAA ATP, do PPL validation (61.75), add FAA IR to it (USA test passed - would be the remark on it) and then you're set for ATP checkride. If you meet the flight experience requirements for ATP ride, no point doing CPL written, checkride etc. That's what I covered indepth earlier.
What licence have you been flying on? Do you have civvy CPL?
You can use your ICAO CPL as the requirement for FAA ATP, do PPL validation (61.75), add FAA IR to it (USA test passed - would be the remark on it) and then you're set for ATP checkride. If you meet the flight experience requirements for ATP ride, no point doing CPL written, checkride etc. That's what I covered indepth earlier.
What licence have you been flying on? Do you have civvy CPL?
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Currently flying on my JAA-CPL(H) with IR and FI(H).
Have been told by several schools (in the US) that i HAVE to do 3 hours training BEFORE i can take the checkride.....
(I donīt mind getting some training..but donīt want to spend money unnecessarily)
Have been told by several schools (in the US) that i HAVE to do 3 hours training BEFORE i can take the checkride.....
(I donīt mind getting some training..but donīt want to spend money unnecessarily)
Ah, the air law exam...
§61.129 (c)(3)(iv) Three hours in a helicopter with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.
Once you're ready to take the test in Paris you're certainly ready to take it in the US. Paris doesn't save time and costs you a lot of money.
Where there is a flight school at an airport there is most likely a test center.
You just walk in the door, say hello and ask whether they have a computer available. You pay $130, take the test and should be out the door 90 minutes later.Sure beats flying to Paris.
§61.129 (c)(3)(iv) Three hours in a helicopter with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.
Once you're ready to take the test in Paris you're certainly ready to take it in the US. Paris doesn't save time and costs you a lot of money.
Where there is a flight school at an airport there is most likely a test center.
You just walk in the door, say hello and ask whether they have a computer available. You pay $130, take the test and should be out the door 90 minutes later.Sure beats flying to Paris.
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I would love to do the written in Paris instead the US...
But afaik from all the comments here-i have to get my FAA PPL(H) via conversion of my CPL(H) IR before that-and therefor i have to send my conversion form to the US.
Then iīll have to show up at a FSDO in the US to get my PPL.....afai understand i cannot do this in Europe....
And afaik the office in Paris is also run by Flightsafety....and they (see above) sent me an email, that they do not take the written FAA exam in Europe any longer.....
*confused*....
I have filled out my conversion form already-but have not sent it away, because i donīt know which FSDO in the US i should pick....
So waiting for a reply from the school i am heading to.....
Again: any help is more than welcome....
But afaik from all the comments here-i have to get my FAA PPL(H) via conversion of my CPL(H) IR before that-and therefor i have to send my conversion form to the US.
Then iīll have to show up at a FSDO in the US to get my PPL.....afai understand i cannot do this in Europe....
And afaik the office in Paris is also run by Flightsafety....and they (see above) sent me an email, that they do not take the written FAA exam in Europe any longer.....
*confused*....
I have filled out my conversion form already-but have not sent it away, because i donīt know which FSDO in the US i should pick....
So waiting for a reply from the school i am heading to.....
Again: any help is more than welcome....
hueyracer,
I did my written without any validation or faa license, that's only needed for the flight part in eeuu.
Contact this lady, she was my tutor in Paris:
Pascale Vancauwenberge FAA Tests & Assistant TSA Administrator
FlightSafety International Paris-Le Bourget Learning Center Zone Aviation dAffaires 1300 avenue de lEurope
BP 25 Aéroport du Bourget 93352 Le Bourget Cedex France
Tel: 33-(0)1.49.92.19.19 Fax: 33-(0)1.49.92.18.92
[email protected]
Then you will know for sure, after that it's up to you if you want to wait and do everything in eeuu.
Regards
Aser
I did my written without any validation or faa license, that's only needed for the flight part in eeuu.
Contact this lady, she was my tutor in Paris:
Pascale Vancauwenberge FAA Tests & Assistant TSA Administrator
FlightSafety International Paris-Le Bourget Learning Center Zone Aviation dAffaires 1300 avenue de lEurope
BP 25 Aéroport du Bourget 93352 Le Bourget Cedex France
Tel: 33-(0)1.49.92.19.19 Fax: 33-(0)1.49.92.18.92
[email protected]
Then you will know for sure, after that it's up to you if you want to wait and do everything in eeuu.
Regards
Aser
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When in doubt, ask the FAA. Download the Airman Knowledge Testing Center List. Link is on this page.
Pilot Testing
The FARs can often be baffling. The FAA, in general, is aware of this and won't necessarily snarl at you, charge you money, or generally be jerks about it if you have a legitimate query.
If you have specific questions related to interpretation of the FARs that you can't figure out on your own, call the FAA. I'd start in AFS-810, Airmen Certification and Training Branch.
General Aviation and Commercial Division - Airmen Certification and Training Branch
Pilot Testing
The FARs can often be baffling. The FAA, in general, is aware of this and won't necessarily snarl at you, charge you money, or generally be jerks about it if you have a legitimate query.
If you have specific questions related to interpretation of the FARs that you can't figure out on your own, call the FAA. I'd start in AFS-810, Airmen Certification and Training Branch.
General Aviation and Commercial Division - Airmen Certification and Training Branch
Hueyracer.....one comment re the three hours of training prior to the check ride.....it actually is a benefit in several ways.
You will be tested in an aircraft you have flown....thus you should be more comfortable with the location of the controls for the avionics, the equipment installed on the aircraft, the local area, local area procedures, and most importantly....the Instructor will refresh you on what you most likely will be tested on by the Examiner. Usually the third hour is a mock check ride based upon what the Examiner has done in the past with other candidates.
It is not just a way for the school to separate you from some money.
You will be tested in an aircraft you have flown....thus you should be more comfortable with the location of the controls for the avionics, the equipment installed on the aircraft, the local area, local area procedures, and most importantly....the Instructor will refresh you on what you most likely will be tested on by the Examiner. Usually the third hour is a mock check ride based upon what the Examiner has done in the past with other candidates.
It is not just a way for the school to separate you from some money.
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Thanks for the help, guys.....much appreciated!
As mentioned-i donīt mind getting a "preparation"-especially when keeping in mind that i am flying a "new" unknown aircraft in a different country from a different airport....
But it is a difference between "taking 2-3 hours preparation" and "you HAVE to fly 6 hours preparation".......
Thanks, guys.....
Will try to sit the written in Paris.....
As mentioned-i donīt mind getting a "preparation"-especially when keeping in mind that i am flying a "new" unknown aircraft in a different country from a different airport....
But it is a difference between "taking 2-3 hours preparation" and "you HAVE to fly 6 hours preparation".......
Thanks, guys.....
Will try to sit the written in Paris.....
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HR, since you have IR(H), no need for FAA IR. You can have validation to FAA PPL with IR based on your licenses. So yes, 3hrs minimum with FAA instructor, written, checkride. It's bee mentioned that the writtens aren't done in Europe right now, for whatever reason.
As Aser mentions, if you do the checkride in non-N-reg in Europe, no need for validation. That makes sense. The whole point of doing the validation is to be able to act as PIC on N-reg aircraft (for checkride). But if you cannot do the written in the UK right now, as you yourself checked, what's the point of flying to US only for the written? The rental and US checkride would save you some cash compared to Europe, at least.
Did the FAA decision not to allow FS do the FAA written, affect Paris as well?
As Aser mentions, if you do the checkride in non-N-reg in Europe, no need for validation. That makes sense. The whole point of doing the validation is to be able to act as PIC on N-reg aircraft (for checkride). But if you cannot do the written in the UK right now, as you yourself checked, what's the point of flying to US only for the written? The rental and US checkride would save you some cash compared to Europe, at least.
Did the FAA decision not to allow FS do the FAA written, affect Paris as well?
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Still waiting for the answer from FS Paris...
But with the mail posted above -coming from the US-office of FS-i guess that there is no other possibility to sit the written anywhere else than in the US...
If i have to go overseas anyway (to sit the written), i will do the checkride (over there) in the same time...
So lying over....sit the written.....get the instruction....do the checkride....
In that case i will need the conversion first-is that right?
So iīll apply for a conversion of my JAA CPL(H) into the FAA PPL(H) IR?
But with the mail posted above -coming from the US-office of FS-i guess that there is no other possibility to sit the written anywhere else than in the US...
If i have to go overseas anyway (to sit the written), i will do the checkride (over there) in the same time...
So lying over....sit the written.....get the instruction....do the checkride....
In that case i will need the conversion first-is that right?
So iīll apply for a conversion of my JAA CPL(H) into the FAA PPL(H) IR?
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Yes, HR.
You have to be able to act as PIC during checkride on N-reg heli in the US.
Just like the Puma flying South Africans dropping in to one NW US FSDO for the same, so that they can do ATP and bugger off to Afghanistan.
It's fairly simple. Plenty info on this website, if you search of the 61.75 or piggyback foreign pilot validation. FAA website is pretty simple. Download form, fill out, print off, send copies of medical and licence. It's faster if you fax it over. In which case you'd have to make either scans (online faxing) or regular fax.
They request confirmation by post from your licence CAA, that gets back to US, they notify you that letter of verification (valid for 6 months) is waiting for you at nominated FSDO. Oh, and make sure you book the appointment, bringing docs to look at. No charge except faxing/postage unless you happen to have UK CAA papers or other country that charges cash for disclosing your info after your consent etc. In a nutshell. Simple.
I've done it twice, different licences/countries, but nowadays a person can only hold one 61.75 validation, past few years in FARs. I can play cards with my CPL, CFI, maybe later AGI/IGI, validation, but hey no more 2+ validations. Bit of farce, but so be it.
You have to be able to act as PIC during checkride on N-reg heli in the US.
Just like the Puma flying South Africans dropping in to one NW US FSDO for the same, so that they can do ATP and bugger off to Afghanistan.
It's fairly simple. Plenty info on this website, if you search of the 61.75 or piggyback foreign pilot validation. FAA website is pretty simple. Download form, fill out, print off, send copies of medical and licence. It's faster if you fax it over. In which case you'd have to make either scans (online faxing) or regular fax.
They request confirmation by post from your licence CAA, that gets back to US, they notify you that letter of verification (valid for 6 months) is waiting for you at nominated FSDO. Oh, and make sure you book the appointment, bringing docs to look at. No charge except faxing/postage unless you happen to have UK CAA papers or other country that charges cash for disclosing your info after your consent etc. In a nutshell. Simple.
I've done it twice, different licences/countries, but nowadays a person can only hold one 61.75 validation, past few years in FARs. I can play cards with my CPL, CFI, maybe later AGI/IGI, validation, but hey no more 2+ validations. Bit of farce, but so be it.
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Conversion of icao atp helicopter to faa atp
Dear Forum
Greetings
Did try other link as well but couldn't get a specific answer to my dilemma.This includes SFAR 73-1 applicability in my case.
I am interested to have my Indian ATPL(H) (ICAO approved)converted to FAA ATP and wish to avail your expertise and advice in the days ahead.
I hold the following Indian License:
ATPL(H)ICAO With IR and with endorsement as PIC on Allouette-iii, AS 315 B(LAMA),AS 365 N/N2/N3,and EC 155 B1-Current on AS 365/EC 155 with IR
CPL(A) with endorsement :Cessna-172/ATR 72-500/42-500 with IR on both.
Helicopters:PIC:2000 Hrs(approx) Total:4750 Hrs ME PIC: 500 hrs IFR
actual and simulator):450 hrs,Night Hrs:250hrs(approx)
Aircrafts:PIC:130hrs Total: 225 hrs(approx)
Wish to have my FAA ATP on helicopters on Priority.FAA CPL(A)/ATP can wait if it is not advisable to have both at one go.
I do have current class-1 medical both Indian as well as Nigerian.
Request advice if any body has a first hand experience or link me to some one who does it.
Regards
Greetings
Did try other link as well but couldn't get a specific answer to my dilemma.This includes SFAR 73-1 applicability in my case.
I am interested to have my Indian ATPL(H) (ICAO approved)converted to FAA ATP and wish to avail your expertise and advice in the days ahead.
I hold the following Indian License:
ATPL(H)ICAO With IR and with endorsement as PIC on Allouette-iii, AS 315 B(LAMA),AS 365 N/N2/N3,and EC 155 B1-Current on AS 365/EC 155 with IR
CPL(A) with endorsement :Cessna-172/ATR 72-500/42-500 with IR on both.
Helicopters:PIC:2000 Hrs(approx) Total:4750 Hrs ME PIC: 500 hrs IFR
actual and simulator):450 hrs,Night Hrs:250hrs(approx)Aircrafts:PIC:130hrs Total: 225 hrs(approx)
Wish to have my FAA ATP on helicopters on Priority.FAA CPL(A)/ATP can wait if it is not advisable to have both at one go.
I do have current class-1 medical both Indian as well as Nigerian.
Request advice if any body has a first hand experience or link me to some one who does it.
Regards
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Conversion of icao atp helicopter to faa atp
Folks
What I understood from the thread all over is that to get FAA ATP Commercial helicopter from a foreign License(In my case its Icao ATPL(H))is that I need to go through the following"
1)First get your school fixed up in USA for your familiarization and followed by check ride.
2)Fill up the airman certificate and get your foreign license and medical verified and have the letter issued from the local FSDO.
3)Then appear for your exam FAA ATP at the selected school.
4) On arrival get a FAA PPL issued based on your ICAO ATP.
5)Get minimum of 10 hrs to meet the requirement of SFAR 73-1.
6)Appear for the FAA ATP Check ride which may take 2 hrs to finish.
7)Get the paper submitted and receive the temp FAA certificate.
8)Head back home and wait for the Original FAA ATP to arrive at your address.
Well I have few questions:since this is first case in this forum(probably)appearing on FAA ATP helicopter ,need few clarification or better understanding of the rule if any one has in this forum.
1)Do I need to have a FAA Medical before appearing for the check ride?
2)Does this 10 hrs of familiarization flight on R 22/44 essential or sacrosanct?I intend to have my check ride on R-22/44 to reduce cost(No prior exp on R-22/44)
3)Do I need to have a FAA PPL issued on the day of arrival based in my current ICAO ATP?
4)What short of VISA do i require to apply for?M1 or a tourist?
5)Incase the FAA medical is not require(Since Icao Medical is currentand verified)) then can I enjoy the privileges of FAA ATP commercial?
6) Any better suggestion or input from you friends to achieve a better deal in terms of Money,time, hassles and running around?
7)Any school in USA already doing this stuff in a professional and transparent manner ?
8)Is this converted FAA ATP has any difference from a FAA ATP in terms of privileges?
Thanx
What I understood from the thread all over is that to get FAA ATP Commercial helicopter from a foreign License(In my case its Icao ATPL(H))is that I need to go through the following"
1)First get your school fixed up in USA for your familiarization and followed by check ride.
2)Fill up the airman certificate and get your foreign license and medical verified and have the letter issued from the local FSDO.
3)Then appear for your exam FAA ATP at the selected school.
4) On arrival get a FAA PPL issued based on your ICAO ATP.
5)Get minimum of 10 hrs to meet the requirement of SFAR 73-1.
6)Appear for the FAA ATP Check ride which may take 2 hrs to finish.
7)Get the paper submitted and receive the temp FAA certificate.
8)Head back home and wait for the Original FAA ATP to arrive at your address.
Well I have few questions:since this is first case in this forum(probably)appearing on FAA ATP helicopter ,need few clarification or better understanding of the rule if any one has in this forum.
1)Do I need to have a FAA Medical before appearing for the check ride?
2)Does this 10 hrs of familiarization flight on R 22/44 essential or sacrosanct?I intend to have my check ride on R-22/44 to reduce cost(No prior exp on R-22/44)
3)Do I need to have a FAA PPL issued on the day of arrival based in my current ICAO ATP?
4)What short of VISA do i require to apply for?M1 or a tourist?
5)Incase the FAA medical is not require(Since Icao Medical is currentand verified)) then can I enjoy the privileges of FAA ATP commercial?
6) Any better suggestion or input from you friends to achieve a better deal in terms of Money,time, hassles and running around?
7)Any school in USA already doing this stuff in a professional and transparent manner ?
8)Is this converted FAA ATP has any difference from a FAA ATP in terms of privileges?
Thanx
Guest
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I might be able to help you on some of your questions (as i went this route last year myself)...
1)Do I need to have a FAA Medical before appearing for the check ride?
Yes-unless you do the checkride in the simulator, you need to have a valid FAA medical (not necessarily class 1, though)
2)Does this 10 hrs of familiarization flight on R 22/44 essential or sacrosanct?I intend to have my check ride on R-22/44 to reduce cost(No prior exp on R-22/44)
Have never flown Robinsons, so did not go this way.
Chose a school that operates H300-and was more than happy with that.
I took 5 hours including the checkride (ATPL(H) )...
Was ready for check after two-took the 3rd hour just for the fun of it (and because it was cheap)...
3)Do I need to have a FAA PPL issued on the day of arrival based in my current ICAO ATP?
No. You only need the validation letter.
4)What short of VISA do i require to apply for?M1 or a tourist?
Canīt help you there-Germany is on the "Visa waiver list"..
5)Incase the FAA medical is not require(Since Icao Medical is currentand verified)) then can I enjoy the privileges of FAA ATP commercial?
See above. No medical, no flying.
6) Any better suggestion or input from you friends to achieve a better deal in terms of Money,time, hassles and running around?
I did a lot of research-and still find that the school i picked was the cheapest (and best) solution for me....PM me for details..
7)Any school in USA already doing this stuff in a professional and transparent manner ?
See above...
8)Is this converted FAA ATP has any difference from a FAA ATP in terms of privileges?
No.
You will not get a "converted" license.
You can only convert your license into a PPL.
What you intend to do will end in a FAA "standalone" license, that is not different from any other ATPL(H) issued by the FAA...
1)Do I need to have a FAA Medical before appearing for the check ride?
Yes-unless you do the checkride in the simulator, you need to have a valid FAA medical (not necessarily class 1, though)
2)Does this 10 hrs of familiarization flight on R 22/44 essential or sacrosanct?I intend to have my check ride on R-22/44 to reduce cost(No prior exp on R-22/44)
Have never flown Robinsons, so did not go this way.
Chose a school that operates H300-and was more than happy with that.
I took 5 hours including the checkride (ATPL(H) )...
Was ready for check after two-took the 3rd hour just for the fun of it (and because it was cheap)...
3)Do I need to have a FAA PPL issued on the day of arrival based in my current ICAO ATP?
No. You only need the validation letter.
4)What short of VISA do i require to apply for?M1 or a tourist?
Canīt help you there-Germany is on the "Visa waiver list"..
5)Incase the FAA medical is not require(Since Icao Medical is currentand verified)) then can I enjoy the privileges of FAA ATP commercial?
See above. No medical, no flying.
6) Any better suggestion or input from you friends to achieve a better deal in terms of Money,time, hassles and running around?
I did a lot of research-and still find that the school i picked was the cheapest (and best) solution for me....PM me for details..
7)Any school in USA already doing this stuff in a professional and transparent manner ?
See above...
8)Is this converted FAA ATP has any difference from a FAA ATP in terms of privileges?
No.
You will not get a "converted" license.
You can only convert your license into a PPL.
What you intend to do will end in a FAA "standalone" license, that is not different from any other ATPL(H) issued by the FAA...
4)What short of VISA do i require to apply for?M1 or a tourist?
Canīt help you there-Germany is on the "Visa waiver list"..
Canīt help you there-Germany is on the "Visa waiver list"..
And what about TSA since you did not have PPL and IFR under US law?
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I did not do "flight training"-for my conversion, i only "needed" to do a checkride...
So officially-no training.....
You can fly around with an Instructor sitting next to you...no problem...
I asked the FAA before i flew to the US-and their answer was:
"To do the ATPL(H) checkride, you do not need to apply for a PPL(H) before"....
So officially-no training.....
You can fly around with an Instructor sitting next to you...no problem...
I asked the FAA before i flew to the US-and their answer was:
"To do the ATPL(H) checkride, you do not need to apply for a PPL(H) before"....
I did the same back in '96.
Pick a flight school, talk to them and explain the situation they will be happy to help you.
I picked a flight school that was using 300s, as I had some experience in that trainer.
Bring your national licenses and logbooks.
You may need to set a date with a DPE if they do not have one on staff, they'll be able to refer you to a DPE.
In case you have not taken the written you'll need to take one to get an endorsement.
You'll need a valid FAA Pt 67 flight physical to take your checkride.
The school will normally have you fly with one of their instructors first to make sure you are not selling vapor, one or two flights ought to be enough.
After you pass your checkride, the DPE or FAA Inspector shall issue you a temporary airman certificate that is valid for 120 days.
You cannot use that license to fly in the USA for hire unless you have a valid work permit.
Any more questions fell fre to PM me.
Pick a flight school, talk to them and explain the situation they will be happy to help you.
I picked a flight school that was using 300s, as I had some experience in that trainer.
Bring your national licenses and logbooks.
You may need to set a date with a DPE if they do not have one on staff, they'll be able to refer you to a DPE.
In case you have not taken the written you'll need to take one to get an endorsement.
You'll need a valid FAA Pt 67 flight physical to take your checkride.
The school will normally have you fly with one of their instructors first to make sure you are not selling vapor, one or two flights ought to be enough.
After you pass your checkride, the DPE or FAA Inspector shall issue you a temporary airman certificate that is valid for 120 days.
You cannot use that license to fly in the USA for hire unless you have a valid work permit.
Any more questions fell fre to PM me.
