Not relevant to helicopters, but the FAA have a type rating for anything turbojet powered, regardless of weight. Helicopters are still typed only above 12.5.

Not to mention my company line check in the Embraer 145 I fly for Envoy (American Airlines little regional brother) keeps my helicopter ATP current as the fixed wing and helicopter atp is considered the same certificate number.

There are some helicopter specific recencies for flying IFR etc but the overarching certificate can be kept alive by my airline job in FAA land.

I came to the US from Australia (Australia being similar to the U.K. With regard to helicopter types and renewals etc). There was theoretically nothing stopping me jumping in a 109 (private ops or part 61 not part 135) having never flown one before With most of my helicopter time being b412 (also doesn't require a type rating in the US being under 12,500 lbs).

Mustapha .... You sound proper Jobsworth !!!! As Huey says , you can call it what you like but it is just another cost , another day wasted and yet another tick in the log book . FAA is so so much better and cheaper for any pilot to fly privately that is why I binned my CAA licence about 6 years ago and saved a fortune and a load of time !!!!

I haven't suggested otherwise.


I'm not sure why explaining the relevant requirements is construed as my being happy with situation.

Fair point !!

So what is the end result Nigelh? What needs to be done to allow flying privately on FAA ticket and what cost as I couldn't find it in fees schedule. Also does all this include flying N reg aircraft in UK on FAA also?

I am told that if you have a stand alone FAA licence you can get a school to write to CAA with all your info ( need min of class 2 medical) and you should get dispensation for two years to carry on flying G reg in UK . Naturally you can continue flying N reg as usual . This will save me a load of money and a load of time as I have no type certificates and fly at least 6 different types SE and ME !!