FAA licenses?
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Gordy,
Thanks. We're both saying very similar/same thing. However, people when they talk about ICAO IR in the context of FAA licensing, they imply the IR on the foreign licence. The way I read the 61.153, it's not explicit that it can be mix&matched between (d)(1) and (d)(3).
You don't want him to meet DPE who'd read it the way I did 24hrs ago and then him not having printout of the interpretation at hand.
zlocko,
You'd need at least FAA class 3 medical for any FAA checkride, since you're acting as PIC (they have 3 levels, PPL, CPL, ATP), but may as well do ATP medical and it'd run till whenever the PPL would run till, after the end of ATP or CPL validity. You'd need ATP medical later on anyway, so in the same sense of people checking them meeting JAR Class 1 reqs before embarking on integrated course. Good news, as you probably know, you can do it with any FAA authorised AME, available on their website, for many countries around the world. That way you could probably do it in your country's capital or nearby. If you pass military medical and JAA Class 1, you'll definitely pass any FAA medical.
For the 500hrs FAA XC, fixed wing time counts as well, but then it's 50nm+. In case you're short of the helicopter time due to doing shorter trips. Overwater SAR will be no-go, as you'd not have landed (unless some platform
a la oil rig, that has fixed location). I suggest drawing 25nm circle around your base/s on chart and run through logbook, highlight/mark the entries that qualify, do running total and once you hit the mark, it's done. It's your responsibility to have proof and DPE's doing rides with foreigners have been known to ask for it if they have suspicion. The excel, hmm, not sure. I'd say if you mark entries in logbook and keep little running total on those pages, that should be enough. Putting rough distance to the furthest landing would be a bonus. FAA pilots don't need FAA XC for part 135 crosscountry but tend to run the FAA XC in column, for later use for CPL/IR and more importantly, ATP, aiming for airlines. Too late, I know..
Maybe if you go though the XC column in your logbook and discount any shorter XC trips, total, then you got FAA qualifying/countable XC time.
Also do check the long XC part with multiple stops/approaches under IFR plan with instructor. Something that may not have been done the way FAA like it. Worst scenario is that you do longer flight and get that one out of way, after some sim refresher if needed and voila, your 3hrs minimum training before checkride is done.
Jet Ranger,
You're wrong. If you read the interpretation I posted and also recent Gordy's post, you'd see that ANY ICAO IR (Which includes FAA and the D1 and D3 of 61.153 can be mix&matched) would do, even if not added to the same Aviation Authority's CPL.
If I want to be technical, the 15hrs mentioned in 40hrs of total minimum instrument training, don't even have to be in helicopter. They have to be with helicopter FAA CFII and can also be in fixed wing aircraft. It's all in the regs.
Thanks. We're both saying very similar/same thing. However, people when they talk about ICAO IR in the context of FAA licensing, they imply the IR on the foreign licence. The way I read the 61.153, it's not explicit that it can be mix&matched between (d)(1) and (d)(3).
You don't want him to meet DPE who'd read it the way I did 24hrs ago and then him not having printout of the interpretation at hand.
zlocko,
You'd need at least FAA class 3 medical for any FAA checkride, since you're acting as PIC (they have 3 levels, PPL, CPL, ATP), but may as well do ATP medical and it'd run till whenever the PPL would run till, after the end of ATP or CPL validity. You'd need ATP medical later on anyway, so in the same sense of people checking them meeting JAR Class 1 reqs before embarking on integrated course. Good news, as you probably know, you can do it with any FAA authorised AME, available on their website, for many countries around the world. That way you could probably do it in your country's capital or nearby. If you pass military medical and JAA Class 1, you'll definitely pass any FAA medical.
For the 500hrs FAA XC, fixed wing time counts as well, but then it's 50nm+. In case you're short of the helicopter time due to doing shorter trips. Overwater SAR will be no-go, as you'd not have landed (unless some platform
a la oil rig, that has fixed location). I suggest drawing 25nm circle around your base/s on chart and run through logbook, highlight/mark the entries that qualify, do running total and once you hit the mark, it's done. It's your responsibility to have proof and DPE's doing rides with foreigners have been known to ask for it if they have suspicion. The excel, hmm, not sure. I'd say if you mark entries in logbook and keep little running total on those pages, that should be enough. Putting rough distance to the furthest landing would be a bonus. FAA pilots don't need FAA XC for part 135 crosscountry but tend to run the FAA XC in column, for later use for CPL/IR and more importantly, ATP, aiming for airlines. Too late, I know..Maybe if you go though the XC column in your logbook and discount any shorter XC trips, total, then you got FAA qualifying/countable XC time.
Also do check the long XC part with multiple stops/approaches under IFR plan with instructor. Something that may not have been done the way FAA like it. Worst scenario is that you do longer flight and get that one out of way, after some sim refresher if needed and voila, your 3hrs minimum training before checkride is done.
Jet Ranger,
You're wrong. If you read the interpretation I posted and also recent Gordy's post, you'd see that ANY ICAO IR (Which includes FAA and the D1 and D3 of 61.153 can be mix&matched) would do, even if not added to the same Aviation Authority's CPL.
If I want to be technical, the 15hrs mentioned in 40hrs of total minimum instrument training, don't even have to be in helicopter. They have to be with helicopter FAA CFII and can also be in fixed wing aircraft. It's all in the regs.
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@MartinCh
My question was about...
Actually, our friend doesn't posses ICAO CPL H with IR-H, he has ICAO CPL-H (VFR), with experience of 185 h instrument flight hours in military, but without exam in civil world for IR-H (ICAO IR exam).
Will FAA accept that with only check ride for FAA IR-H, was my question...?
... Because in JAR it's unacceptable, and thats the reason why our friend said it's too expensive!
JR
My question was about...
Actually, our friend doesn't posses ICAO CPL H with IR-H, he has ICAO CPL-H (VFR), with experience of 185 h instrument flight hours in military, but without exam in civil world for IR-H (ICAO IR exam).
Will FAA accept that with only check ride for FAA IR-H, was my question...?
... Because in JAR it's unacceptable, and thats the reason why our friend said it's too expensive!
JR
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... Because in JAR it's unacceptable, and thats the reason why our friend said it's too expensive!
Correct me if I´m wrong.
JR
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JR, be glad you're not in Europe looking for job with JAA/EASA licence.
Zlocko may not bother with European IR, as he can get job with his medium heavy twin PIC time with FAA ATP elsewhere.
Let me put this simple. FAA training - crediting of other ICAO IR training, minimum 15hrs with helicopter instrument instructor total, of which HAVE to be 3 in HELICOPTER previous 2 months before checkride. Most of training can be done in fixed wing, sim, etc. All relatively cheap.
Now try standalone JAA instrument rating. 50hrs of training, of which 10 or 15 have to be in actual aircraft - helicopter. For it to be of any (exceptions exist) use for twin offshore jobs for young CPL pilots, the sim would likely be at the cost exceeding R44 rental in the US. Now add in 8hrs minimum INITIAL TWIN rating. At 2000-3000 USD/hr. Before doing the IFR training. So you're looking at quite a lot.
UK examiner for CPL or IR? 1000 bucks to CAA thank you very much. License issue (admin fee, FAA free of charge) - 230 or so GBP.
Head not spinning yet? Try doing partial fail, retest at half the one grand USD rate, plus rental at that crazy price. Plus any IR theory or exams again if his IR credit expired. No such thing as easy FAA IR written. It's rather 7 separate IR exams that need lots of studying/cramming.
Sure, there's reduction of minimum training for heli IR if one has JAA airplane IR. Which Zlocko doesnt. Still more than converting ICAO IR to JAA IR.
That one for multi would be 10hrs minimum sim and 5hrs aircraft. Put extra 5 hours for second/third twin rating. Maybe in his case still 8, as he ain't got JAA licence rating, only S300. Think some CAAs can put the rating onto licence, if you ask nicely, subject to person having 500+ PIC time on those.
Oh, hang on, Croatian CAA won't give him licence. Or the neighbouring country probably not being nice to do so, else he'd probably already have it.
It's third of the cost, doing twin IR for Europe, from FAA IR. Actually, with FAA ATP, he can simply drop the whole Europe thing and get well paid cushy job in ME instead of flying Mi17 in various not very nice places.
He can do FAA validation to have PPL (after he gets current/legal), which he'd add the FAA IR (US test passed) to it, which will be used for FAA ATP ride. Voila. Job done.
Why all this? The cost, bureaucracy. USA is 'can do' for aviation and keeping it simple. Not so in Europe. It doesn't matter how he gets ICAO IR (Faa in this case) to convert into European one. BTW, he'd still pay in the region of 20-25k EUR for the cheapest way conversion to JAA/EASA IR(H) on twins.
Zlocko may not bother with European IR, as he can get job with his medium heavy twin PIC time with FAA ATP elsewhere.
Let me put this simple. FAA training - crediting of other ICAO IR training, minimum 15hrs with helicopter instrument instructor total, of which HAVE to be 3 in HELICOPTER previous 2 months before checkride. Most of training can be done in fixed wing, sim, etc. All relatively cheap.
Now try standalone JAA instrument rating. 50hrs of training, of which 10 or 15 have to be in actual aircraft - helicopter. For it to be of any (exceptions exist) use for twin offshore jobs for young CPL pilots, the sim would likely be at the cost exceeding R44 rental in the US. Now add in 8hrs minimum INITIAL TWIN rating. At 2000-3000 USD/hr. Before doing the IFR training. So you're looking at quite a lot.
UK examiner for CPL or IR? 1000 bucks to CAA thank you very much. License issue (admin fee, FAA free of charge) - 230 or so GBP.
Head not spinning yet? Try doing partial fail, retest at half the one grand USD rate, plus rental at that crazy price. Plus any IR theory or exams again if his IR credit expired. No such thing as easy FAA IR written. It's rather 7 separate IR exams that need lots of studying/cramming.
Sure, there's reduction of minimum training for heli IR if one has JAA airplane IR. Which Zlocko doesnt. Still more than converting ICAO IR to JAA IR.
That one for multi would be 10hrs minimum sim and 5hrs aircraft. Put extra 5 hours for second/third twin rating. Maybe in his case still 8, as he ain't got JAA licence rating, only S300. Think some CAAs can put the rating onto licence, if you ask nicely, subject to person having 500+ PIC time on those.
Oh, hang on, Croatian CAA won't give him licence. Or the neighbouring country probably not being nice to do so, else he'd probably already have it.
It's third of the cost, doing twin IR for Europe, from FAA IR. Actually, with FAA ATP, he can simply drop the whole Europe thing and get well paid cushy job in ME instead of flying Mi17 in various not very nice places.
He can do FAA validation to have PPL (after he gets current/legal), which he'd add the FAA IR (US test passed) to it, which will be used for FAA ATP ride. Voila. Job done.
Why all this? The cost, bureaucracy. USA is 'can do' for aviation and keeping it simple. Not so in Europe. It doesn't matter how he gets ICAO IR (Faa in this case) to convert into European one. BTW, he'd still pay in the region of 20-25k EUR for the cheapest way conversion to JAA/EASA IR(H) on twins.
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zlocko, sorry if we disturb the thread or if we are off-topic...
@MartinCh
Third time, Zlocko does not have ICAO IR ... Zlocko hold ICAO (will be JAR) CPL-H without IR-H in it.
Still more than converting ICAO IR to JAA IR.
Third time, Zlocko does not have ICAO IR ... Zlocko hold ICAO (will be JAR) CPL-H without IR-H in it.
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Back (bloody ages) to the visa thing - you only need a Mx visa if you're studying more than 20-odd hours per week. I got my PPL(H) perfectly happily and legally on tourist visas - there is, of course, the alien flight students program to comply with to ensure that you're not planning to fly an R22 into the White House..
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How do you think that he will do that...?
Because he has to convert his ICAO CPL-H to FAA CPL-H, and he will do that. But how to convert IR when his ICAO licence is without that IR-H?
It is very relevant for him because without IR-H he won't be able to make FAA ATPL-H licence!
He will have to do full IFR training, 50 h of flight training for IR-H. And that small thing completly change the whole situation.
He should ask some FAA flight school how many of military instrument flight hours (without civil licence) they can accept (if any) for making IR-H. That is first step.
It's no so simple as you said...
JR
Because he has to convert his ICAO CPL-H to FAA CPL-H, and he will do that. But how to convert IR when his ICAO licence is without that IR-H?
It is very relevant for him because without IR-H he won't be able to make FAA ATPL-H licence!
He will have to do full IFR training, 50 h of flight training for IR-H. And that small thing completly change the whole situation.
He should ask some FAA flight school how many of military instrument flight hours (without civil licence) they can accept (if any) for making IR-H. That is first step.
It's no so simple as you said...
JR
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JR, I know I write too much, but maybe you should read bit more. Especially the regs and FAA official interpretations. He doesn't have to do FAA CPL. He has to have IR from ANYWHERE, VALID, INCLUDING FAA, before doing FAA ATP checkride. Fact. Plus whatever minimum pre-checkride reqs. No point explaining things I explained, as well as Gordy, though from different point of view, if you refuse to accept OFFICIAL information from FAA. Do you have FAA licenses? Did you read relevant FAA regs?
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... He has to have IR from ANYWHERE, VALID, INCLUDING FAA, before doing FAA ATP checkride...
you don´t understand me, what I want to say... CRUCIAL thing...he doesn´t have IR from anywhere, valid...that´s a problem!
He used to fly in IMC conditions in military, but has never put that in civil licence, in civil log book, civil IR exam...posses only ICAO CPL-H without IR-H! Now, he will convert that licence in JAR CPL-H without IR-H!
I have just tried to tell Zlocko, that I think, it is not possible to come in US with JAR CPL-H VFR (btw. I like US way od aviation life- KISS method- keep it simple, been there done that...wonderfull days - to fly with that guys!)...and make one check ride for FAA PPL-H, after that check ride for CPL-H (that will be OK), and after that 2-3 hours and IR-H check ride (that will be a problem), and after that check ride for FAA ATPL-H (not possible without IR...and few more problems like MCC etc etc...)
I just hope that Zlocko will do that with - as much is possible - less money, and have less problems than in his country (CAA)!
OVER AND OUT!
JR
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Now you're mixing in MCC? Visibly Europe based..
No such requirement in FAA world.
You're blatantly ignoring most of what has been written, referenced etc here.
I give up.
No such requirement in FAA world.
You're blatantly ignoring most of what has been written, referenced etc here.
I give up.
Jet Ranger....it sounds like the rules may cause a lot of problems for our friend. His military experience would have had to be within 12 months, and he must have been flying US Military aircraft in a non-Student status in order to qualify for the Military Competency route to an FAA License and have documentation to prove all that.
Sec. 61.153 Eligibility requirements: General.
To be eligible for an airline transport pilot certificate, a person must:
(a) Be at least 23 years of age;
(b) Be able to read, speak, write, and understand the English language;
(c) Be of good moral character;
(d) Hold at least a current third-class medical certificate issued under part 67 of this chapter;
(e) Meet at least one of the following requirements--
(1) Hold at least a commercial pilot certificate and an instrument rating;
(2) Meet the requirements of Sec. 61.73 of this part to qualify for a commercial pilot certificate and an instrument rating if the person is a rated pilot in the U.S. military; or
(3) Hold either a foreign airline transport pilot or foreign commercial pilot license and an instrument rating if the person holds a pilot license issued by a member State to the International Civil Aviation Organization.
(f) Meet the aeronautical experience requirements of this subpart that apply to the aircraft category and class rating sought before applying for the practical test;
(g) Satisfactorily accomplish the knowledge test on the aeronautical knowledge areas of Sec. 61.155(c) of this part that apply to the aircraft category and class rating sought;
(h) Satisfactorily accomplish the practical test on the applicable approved areas of operation listed in Sec. 61.157(d) of this part that apply to the aircraft category and class rating sought; and
(i) Comply with the sections of this part that apply to the aircraft category and class rating sought.
To be eligible for an airline transport pilot certificate, a person must:
(a) Be at least 23 years of age;
(b) Be able to read, speak, write, and understand the English language;
(c) Be of good moral character;
(d) Hold at least a current third-class medical certificate issued under part 67 of this chapter;
(e) Meet at least one of the following requirements--
(1) Hold at least a commercial pilot certificate and an instrument rating;
(2) Meet the requirements of Sec. 61.73 of this part to qualify for a commercial pilot certificate and an instrument rating if the person is a rated pilot in the U.S. military; or
(3) Hold either a foreign airline transport pilot or foreign commercial pilot license and an instrument rating if the person holds a pilot license issued by a member State to the International Civil Aviation Organization.
(f) Meet the aeronautical experience requirements of this subpart that apply to the aircraft category and class rating sought before applying for the practical test;
(g) Satisfactorily accomplish the knowledge test on the aeronautical knowledge areas of Sec. 61.155(c) of this part that apply to the aircraft category and class rating sought;
(h) Satisfactorily accomplish the practical test on the applicable approved areas of operation listed in Sec. 61.157(d) of this part that apply to the aircraft category and class rating sought; and
(i) Comply with the sections of this part that apply to the aircraft category and class rating sought.
§ 61.161 Aeronautical experience: Rotorcraft category and helicopter class rating.
(a) A person who is applying for an airline transport pilot certificate with a rotorcraft category and helicopter class rating, must have at least 1,200 hours of total time as a pilot that includes at least:
(1) 500 hours of cross-country flight time;
(2) 100 hours of night flight time, of which 15 hours are in helicopters;
(3) 200 hours of flight time in helicopters, which includes at least 75 hours as a pilot in command, or as second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof; and
(4) 75 hours of instrument flight time in actual or simulated instrument meteorological conditions, of which at least 50 hours are obtained in flight with at least 25 hours in helicopters as a pilot in command, or as second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof.
(b) Training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section, subject to the following:
(1) Training in a flight simulator or a flight training device must be accomplished in a flight simulator or flight training device that represents a rotorcraft.
(2) Except as provided in paragraph (b)(3) of this section, an applicant may receive credit for not more than a total of 25 hours of simulated instrument time in a flight simulator and flight training device.
(3) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section if the aeronautical experience is accomplished in an approved course conducted by a training center certificated under part 142 of this chapter.
[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61–103, 62 FR 40906, July 30, 1997; Amdt. 61–104, 63 FR 20289, Apr. 23, 1998]
(a) A person who is applying for an airline transport pilot certificate with a rotorcraft category and helicopter class rating, must have at least 1,200 hours of total time as a pilot that includes at least:
(1) 500 hours of cross-country flight time;
(2) 100 hours of night flight time, of which 15 hours are in helicopters;
(3) 200 hours of flight time in helicopters, which includes at least 75 hours as a pilot in command, or as second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof; and
(4) 75 hours of instrument flight time in actual or simulated instrument meteorological conditions, of which at least 50 hours are obtained in flight with at least 25 hours in helicopters as a pilot in command, or as second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof.
(b) Training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section, subject to the following:
(1) Training in a flight simulator or a flight training device must be accomplished in a flight simulator or flight training device that represents a rotorcraft.
(2) Except as provided in paragraph (b)(3) of this section, an applicant may receive credit for not more than a total of 25 hours of simulated instrument time in a flight simulator and flight training device.
(3) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section if the aeronautical experience is accomplished in an approved course conducted by a training center certificated under part 142 of this chapter.
[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61–103, 62 FR 40906, July 30, 1997; Amdt. 61–104, 63 FR 20289, Apr. 23, 1998]
§ 61.73 Military pilots or former military pilots: Special rules.
top
(a) General. Except for a person who has been removed from flying status for lack of proficiency or because of a disciplinary action involving aircraft operations, a U.S. military pilot or former military pilot who meets the requirements of this section may apply, on the basis of his or her military pilot qualifications, for:
(1) A commercial pilot certificate with the appropriate aircraft category and class rating.
(2) An instrument rating with the appropriate aircraft rating.
(3) A type rating.
(b) Military pilots and former military pilots in the U.S. Armed Forces. A person who qualifies as a military pilot or former military pilot in the U.S. Armed Forces may apply for a pilot certificate and ratings under paragraph (a) of this section if that person—
(1) Presents evidentiary documents described under paragraphs (h)(1), (2), and (3) of this section that show the person's status in the U.S. Armed Forces.
(2) Has passed the military competency aeronautical knowledge test on the appropriate parts of this chapter for commercial pilot privileges and limitations, air traffic and general operating rules, and accident reporting rules.
(3) Presents official U.S. military records that show compliance with one of the following requirements—
(i) Before the date of the application, passing an official U.S. military pilot and instrument proficiency check in a military aircraft of the kind of aircraft category, class, and type, if class or type of aircraft is applicable, for the ratings sought; or
(ii) Before the date of application, logging 10 hours of pilot time as a military pilot in a U.S. military aircraft in the kind of aircraft category, class, and type, if a class rating or type rating is applicable, for the aircraft rating sought.
(c) A military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation. A person who is a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation and is assigned to pilot duties in the U.S. Armed Forces, for purposes other than receiving flight training, may apply for a commercial pilot certificate and ratings under paragraph (a) of this section, provided that person—
(1) Presents evidentiary documents described under paragraph (h)(4) of this section that show the person is a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation, and is assigned to pilot duties in the U.S. Armed Forces, for purposes other than receiving flight training.
(2) Has passed the military competency aeronautical knowledge test on the appropriate parts of this chapter for commercial pilot privileges and limitations, air traffic and general operating rules, and accident reporting rules.
(3) Presents official U.S. military records that show compliance with one of the following requirements:
(i) Before the date of the application, passed an official U.S. military pilot and instrument proficiency check in a military aircraft of the kind of aircraft category, class, or type, if class or type of aircraft is applicable, for the ratings; or
(ii) Before the date of the application, logged 10 hours of pilot time as a military pilot in a U.S. military aircraft of the kind of category, class, and type of aircraft, if a class rating or type rating is applicable, for the aircraft rating.
(d) Instrument rating. A person who is qualified as a U.S. military pilot or former military pilot may apply for an instrument rating to be added to a pilot certificate if that person—
(1) Has passed an instrument proficiency check in the U.S. Armed Forces in the aircraft category for the instrument rating sought; and
(2) Has an official U.S. Armed Forces record that shows the person is instrument pilot qualified by the U.S. Armed Forces to conduct instrument flying on Federal airways in that aircraft category and class for the instrument rating sought.
(e) Aircraft type rating. An aircraft type rating may only be issued for a type of aircraft that has a comparable civilian type designation by the Administrator.
(f) Aircraft type rating placed on an airline transport pilot certificate. A person who is a military pilot or former military pilot of the U.S. Armed Forces and requests an aircraft type rating to be placed on an existing U.S. airline transport pilot certificate may be issued the rating at the airline transport pilot certification level, provided that person:
(1) Holds a category and class rating for that type of aircraft at the airline transport pilot certification level; and
(2) Has passed an official U.S. military pilot check and instrument proficiency check in that type of aircraft.
(g) Flight instructor certificate and ratings. A person who can show official U.S. military documentation of being a U.S. military instructor pilot or U.S. military pilot examiner, or a former instructor pilot or pilot examiner may apply for and be issued a flight instructor certificate with the appropriate ratings if that person:
(1) Holds a commercial or airline transport pilot certificate with the appropriate aircraft category and class rating, if a class rating is appropriate, for the flight instructor rating sought;
(2) Holds an instrument rating, or has instrument privileges, on the pilot certificate that is appropriate to the flight instructor rating sought; and
(3) Presents the following documents:
(i) A knowledge test report that shows the person passed a knowledge test on the aeronautical knowledge areas listed under §61.185(a) appropriate to the flight instructor rating sought and the knowledge test was passed within the preceding 24 calendar months prior to the month of application. If the U.S. military instructor pilot or pilot examiner already holds a flight instructor certificate, holding of a flight instructor certificate suffices for the knowledge test report.
(ii) An official U.S. Armed Forces record or order that shows the person is or was qualified as a U.S. Armed Forces military instructor pilot or pilot examiner for the flight instructor rating sought.
(iii) An official U.S. Armed Forces record or order that shows the person completed a U.S. Armed Forces' instructor pilot or pilot examiner training course and received an aircraft rating qualification as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.
(iv) An official U.S. Armed Forces record or order that shows the person passed a U.S. Armed Forces instructor pilot or pilot examiner proficiency check in an aircraft as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.
(h) Documents for qualifying for a pilot certificate and rating. The following documents are required for a person to apply for a pilot certificate and rating:
(1) An official U.S. Armed Forces record that shows the person is or was a military pilot.
(2) An official U.S. Armed Forces record that shows the person graduated from a U.S. Armed Forces undergraduate pilot training school and received a rating qualification as a military pilot.
(3) An official U.S. Armed Forces record that shows the pilot passed a pilot proficiency check and instrument proficiency check in an aircraft as a military pilot.
(4) If a person is a military pilot in the Armed Forces from a foreign contracting State to the Convention on International Civil Aviation and is applying for a pilot certificate and rating, that person must present the following:
(i) An official U.S. Armed Forces record that shows the person is a military pilot in the U.S. Armed Forces;
(ii) An official U.S. Armed Forces record that shows the person is assigned as a military pilot in the U.S. Armed Forces for purposes other than receiving flight training;
(iii) An official record that shows the person graduated from a military undergraduate pilot training school from the Armed Forces from a foreign contracting State to the Convention on International Civil Aviation or from the U.S. Armed Forces, and received a qualification as a military pilot; and
(iv) An official U.S. Armed Forces record that shows that the person passed a pilot proficiency check and instrument proficiency check in an aircraft as a military pilot in the U.S. Armed Forces.
[Doc. No. FAA–2006–26661, 74 FR 42555, Aug. 21, 2009]
§ 61.75 Private pilot certificate issued on the basis of a foreign pilot license.
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(a) General. A person who holds a foreign pilot license at the private pilot level or higher that was issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a U.S. private pilot certificate with the appropriate ratings if the foreign pilot license meets the requirements of this section.
(b) Certificate issued. A U.S. private pilot certificate issued under this section must specify the person's foreign license number and country of issuance. A person who holds a foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued a U.S. private pilot certificate based on the foreign pilot license without any further showing of proficiency, provided the applicant:
(1) Meets the requirements of this section;
(2) Holds a foreign pilot license, at the private pilot license level or higher, that does not contain a limitation stating that the applicant has not met all of the standards of ICAO for that license;
(3) Does not hold a U.S. pilot certificate other than a U.S. student pilot certificate;
(4) Holds a medical certificate issued under part 67 of this chapter or a medical license issued by the country that issued the person's foreign pilot license; and
(5) Is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(c) Aircraft ratings issued. Aircraft ratings listed on a person's foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that person's U.S. pilot certificate for private pilot privileges only.
(d) Instrument ratings issued. A person who holds an instrument rating on the foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued an instrument rating on a U.S. pilot certificate provided:
(1) The person's foreign pilot license authorizes instrument privileges;
(2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and
(3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(e) Operating privileges and limitations. A person who receives a U.S. private pilot certificate that has been issued under the provisions of this section:
(1) May act as pilot in command of a civil aircraft of the United States in accordance with the pilot privileges authorized by this part and the limitations placed on that U.S. pilot certificate;
(2) Is limited to the privileges placed on the certificate by the Administrator;
(3) Is subject to the limitations and restrictions on the person's U.S. certificate and foreign pilot license when exercising the privileges of that U.S. pilot certificate in an aircraft of U.S. registry operating within or outside the United States; and
(f) Limitation on licenses used as the basis for a U.S. certificate. A person may use only one foreign pilot license as a basis for the issuance of a U.S. pilot certificate. The foreign pilot license and medical certification used as a basis for issuing a U.S. pilot certificate under this section must be written in English or accompanied by an English transcription that has been signed by an official or representative of the foreign aviation authority that issued the foreign pilot license.
(g) Limitation placed on a U.S. pilot certificate. A U.S. pilot certificate issued under this section can only be exercised when the pilot has the foreign pilot license, upon which the issuance of the U.S. pilot certificate was based, in the holder's possession or readily accessible in the aircraft.
[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997, as amended by Amdt. 61–124, 74 FR 42556, Aug. 21, 2009]
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(a) General. Except for a person who has been removed from flying status for lack of proficiency or because of a disciplinary action involving aircraft operations, a U.S. military pilot or former military pilot who meets the requirements of this section may apply, on the basis of his or her military pilot qualifications, for:
(1) A commercial pilot certificate with the appropriate aircraft category and class rating.
(2) An instrument rating with the appropriate aircraft rating.
(3) A type rating.
(b) Military pilots and former military pilots in the U.S. Armed Forces. A person who qualifies as a military pilot or former military pilot in the U.S. Armed Forces may apply for a pilot certificate and ratings under paragraph (a) of this section if that person—
(1) Presents evidentiary documents described under paragraphs (h)(1), (2), and (3) of this section that show the person's status in the U.S. Armed Forces.
(2) Has passed the military competency aeronautical knowledge test on the appropriate parts of this chapter for commercial pilot privileges and limitations, air traffic and general operating rules, and accident reporting rules.
(3) Presents official U.S. military records that show compliance with one of the following requirements—
(i) Before the date of the application, passing an official U.S. military pilot and instrument proficiency check in a military aircraft of the kind of aircraft category, class, and type, if class or type of aircraft is applicable, for the ratings sought; or
(ii) Before the date of application, logging 10 hours of pilot time as a military pilot in a U.S. military aircraft in the kind of aircraft category, class, and type, if a class rating or type rating is applicable, for the aircraft rating sought.
(c) A military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation. A person who is a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation and is assigned to pilot duties in the U.S. Armed Forces, for purposes other than receiving flight training, may apply for a commercial pilot certificate and ratings under paragraph (a) of this section, provided that person—
(1) Presents evidentiary documents described under paragraph (h)(4) of this section that show the person is a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation, and is assigned to pilot duties in the U.S. Armed Forces, for purposes other than receiving flight training.
(2) Has passed the military competency aeronautical knowledge test on the appropriate parts of this chapter for commercial pilot privileges and limitations, air traffic and general operating rules, and accident reporting rules.
(3) Presents official U.S. military records that show compliance with one of the following requirements:
(i) Before the date of the application, passed an official U.S. military pilot and instrument proficiency check in a military aircraft of the kind of aircraft category, class, or type, if class or type of aircraft is applicable, for the ratings; or
(ii) Before the date of the application, logged 10 hours of pilot time as a military pilot in a U.S. military aircraft of the kind of category, class, and type of aircraft, if a class rating or type rating is applicable, for the aircraft rating.
(d) Instrument rating. A person who is qualified as a U.S. military pilot or former military pilot may apply for an instrument rating to be added to a pilot certificate if that person—
(1) Has passed an instrument proficiency check in the U.S. Armed Forces in the aircraft category for the instrument rating sought; and
(2) Has an official U.S. Armed Forces record that shows the person is instrument pilot qualified by the U.S. Armed Forces to conduct instrument flying on Federal airways in that aircraft category and class for the instrument rating sought.
(e) Aircraft type rating. An aircraft type rating may only be issued for a type of aircraft that has a comparable civilian type designation by the Administrator.
(f) Aircraft type rating placed on an airline transport pilot certificate. A person who is a military pilot or former military pilot of the U.S. Armed Forces and requests an aircraft type rating to be placed on an existing U.S. airline transport pilot certificate may be issued the rating at the airline transport pilot certification level, provided that person:
(1) Holds a category and class rating for that type of aircraft at the airline transport pilot certification level; and
(2) Has passed an official U.S. military pilot check and instrument proficiency check in that type of aircraft.
(g) Flight instructor certificate and ratings. A person who can show official U.S. military documentation of being a U.S. military instructor pilot or U.S. military pilot examiner, or a former instructor pilot or pilot examiner may apply for and be issued a flight instructor certificate with the appropriate ratings if that person:
(1) Holds a commercial or airline transport pilot certificate with the appropriate aircraft category and class rating, if a class rating is appropriate, for the flight instructor rating sought;
(2) Holds an instrument rating, or has instrument privileges, on the pilot certificate that is appropriate to the flight instructor rating sought; and
(3) Presents the following documents:
(i) A knowledge test report that shows the person passed a knowledge test on the aeronautical knowledge areas listed under §61.185(a) appropriate to the flight instructor rating sought and the knowledge test was passed within the preceding 24 calendar months prior to the month of application. If the U.S. military instructor pilot or pilot examiner already holds a flight instructor certificate, holding of a flight instructor certificate suffices for the knowledge test report.
(ii) An official U.S. Armed Forces record or order that shows the person is or was qualified as a U.S. Armed Forces military instructor pilot or pilot examiner for the flight instructor rating sought.
(iii) An official U.S. Armed Forces record or order that shows the person completed a U.S. Armed Forces' instructor pilot or pilot examiner training course and received an aircraft rating qualification as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.
(iv) An official U.S. Armed Forces record or order that shows the person passed a U.S. Armed Forces instructor pilot or pilot examiner proficiency check in an aircraft as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.
(h) Documents for qualifying for a pilot certificate and rating. The following documents are required for a person to apply for a pilot certificate and rating:
(1) An official U.S. Armed Forces record that shows the person is or was a military pilot.
(2) An official U.S. Armed Forces record that shows the person graduated from a U.S. Armed Forces undergraduate pilot training school and received a rating qualification as a military pilot.
(3) An official U.S. Armed Forces record that shows the pilot passed a pilot proficiency check and instrument proficiency check in an aircraft as a military pilot.
(4) If a person is a military pilot in the Armed Forces from a foreign contracting State to the Convention on International Civil Aviation and is applying for a pilot certificate and rating, that person must present the following:
(i) An official U.S. Armed Forces record that shows the person is a military pilot in the U.S. Armed Forces;
(ii) An official U.S. Armed Forces record that shows the person is assigned as a military pilot in the U.S. Armed Forces for purposes other than receiving flight training;
(iii) An official record that shows the person graduated from a military undergraduate pilot training school from the Armed Forces from a foreign contracting State to the Convention on International Civil Aviation or from the U.S. Armed Forces, and received a qualification as a military pilot; and
(iv) An official U.S. Armed Forces record that shows that the person passed a pilot proficiency check and instrument proficiency check in an aircraft as a military pilot in the U.S. Armed Forces.
[Doc. No. FAA–2006–26661, 74 FR 42555, Aug. 21, 2009]
§ 61.75 Private pilot certificate issued on the basis of a foreign pilot license.
top
(a) General. A person who holds a foreign pilot license at the private pilot level or higher that was issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a U.S. private pilot certificate with the appropriate ratings if the foreign pilot license meets the requirements of this section.
(b) Certificate issued. A U.S. private pilot certificate issued under this section must specify the person's foreign license number and country of issuance. A person who holds a foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued a U.S. private pilot certificate based on the foreign pilot license without any further showing of proficiency, provided the applicant:
(1) Meets the requirements of this section;
(2) Holds a foreign pilot license, at the private pilot license level or higher, that does not contain a limitation stating that the applicant has not met all of the standards of ICAO for that license;
(3) Does not hold a U.S. pilot certificate other than a U.S. student pilot certificate;
(4) Holds a medical certificate issued under part 67 of this chapter or a medical license issued by the country that issued the person's foreign pilot license; and
(5) Is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(c) Aircraft ratings issued. Aircraft ratings listed on a person's foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that person's U.S. pilot certificate for private pilot privileges only.
(d) Instrument ratings issued. A person who holds an instrument rating on the foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued an instrument rating on a U.S. pilot certificate provided:
(1) The person's foreign pilot license authorizes instrument privileges;
(2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and
(3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(e) Operating privileges and limitations. A person who receives a U.S. private pilot certificate that has been issued under the provisions of this section:
(1) May act as pilot in command of a civil aircraft of the United States in accordance with the pilot privileges authorized by this part and the limitations placed on that U.S. pilot certificate;
(2) Is limited to the privileges placed on the certificate by the Administrator;
(3) Is subject to the limitations and restrictions on the person's U.S. certificate and foreign pilot license when exercising the privileges of that U.S. pilot certificate in an aircraft of U.S. registry operating within or outside the United States; and
(f) Limitation on licenses used as the basis for a U.S. certificate. A person may use only one foreign pilot license as a basis for the issuance of a U.S. pilot certificate. The foreign pilot license and medical certification used as a basis for issuing a U.S. pilot certificate under this section must be written in English or accompanied by an English transcription that has been signed by an official or representative of the foreign aviation authority that issued the foreign pilot license.
(g) Limitation placed on a U.S. pilot certificate. A U.S. pilot certificate issued under this section can only be exercised when the pilot has the foreign pilot license, upon which the issuance of the U.S. pilot certificate was based, in the holder's possession or readily accessible in the aircraft.
[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997, as amended by Amdt. 61–124, 74 FR 42556, Aug. 21, 2009]
Last edited by SASless; 9th Feb 2012 at 02:34.
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SASless,
Zlocko isn't going to use his military licence from Croatia for the FAA ATP. Sure, his 'dual received', TT, PIC, XC, simulated/actual instrument, yes, but not his military papers. It wasn't really discussion about how to use his military licence (which isn't aeronautical experience, per se) for FAA ATP.
Zlocko isn't going to use his military licence from Croatia for the FAA ATP. Sure, his 'dual received', TT, PIC, XC, simulated/actual instrument, yes, but not his military papers. It wasn't really discussion about how to use his military licence (which isn't aeronautical experience, per se) for FAA ATP.
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actually, the I just talked to FSDO and what SASles posted is what I will try to do.
I only have to gather documentation from USAF, which will be challenging.
If I mange to get all documentation (and pass Military Competency conversions ) I can get FAA CPL IR and Mi-17 type rating. after that at least 3h of training with CFI ATP written and ATP checkride.
Inshallah
other option is to renew my ICAO CPL(H) validate it and get FAA PPL, then I have to do IR written, some flight training (min 3h) and IR checkride...
I only have to gather documentation from USAF, which will be challenging.
If I mange to get all documentation (and pass Military Competency conversions ) I can get FAA CPL IR and Mi-17 type rating. after that at least 3h of training with CFI ATP written and ATP checkride.
Inshallah
other option is to renew my ICAO CPL(H) validate it and get FAA PPL, then I have to do IR written, some flight training (min 3h) and IR checkride...
Last edited by zlocko2002; 9th Feb 2012 at 19:22.
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FAA Written Tests in UK/France
As of November 2011, the FAA (http://www.faa.gov/training_testing/...st_centers.pdf ) lists Flight Safety's facilities at Farnborough and Le Bourget as authorized PSI/LaserGrade test centres. However, I spent a lot of time on the phone yesterday with PSI and they confirmed for me that they no longer have test facilities at these locations.
Given that the FAA's recent listing is seemingly inaccurate, does anyone know of anywhere else in Europe to take FAA written exams?
Given that the FAA's recent listing is seemingly inaccurate, does anyone know of anywhere else in Europe to take FAA written exams?
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Flight Safety
I don't know what your agenda is, but Flight Safety is open for business as usual at both Farnborough and le Bourget, both flight Safety and the FAA have confirmed this.
Regards
Tim Price CFII
Regards
Tim Price CFII