EASA to FAA flight school
Thread Starter
Joined: Jan 2016
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From: Europe
EASA to FAA flight school
Hi everyone.
I already try the "search" engine but nothing match my question.
I hold a cpl ir me EASA, 300 hrs TT.
Got a job offer on a N plane in europe, i need a FAA CPL ME IR.
I almost have the minimums for the test, i guess i will have to fly around 8/10 hours on multi over there and i should be ok for both checks ride, CPL ME and IR.
Do you know, or have any recent experience with a flight school in the usa ?
Anywhere....
There is so many flight school over there !!
Hard to pick one. Already made some phone calls, but nothing really exiting came out...
I already try the "search" engine but nothing match my question.
I hold a cpl ir me EASA, 300 hrs TT.
Got a job offer on a N plane in europe, i need a FAA CPL ME IR.
I almost have the minimums for the test, i guess i will have to fly around 8/10 hours on multi over there and i should be ok for both checks ride, CPL ME and IR.
Do you know, or have any recent experience with a flight school in the usa ?
Anywhere....
There is so many flight school over there !!
Hard to pick one. Already made some phone calls, but nothing really exiting came out...
Joined: Apr 2010
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From: Between a Rock and a Hard Spot
Joined: Mar 2016
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From: London
I will be converting my EASA CPL/IR ME into FAA in the next couple months and I chose Chandler Air Service in Arizona. I spoke with the owner for a couple hours while I was over there he explained the conversion process to me. He said loads of guys go to them for the conversion and they have ME planes too. I believe they have a couple Piper Aztecs
Joined: Oct 2011
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From: Sheffield
A slightly orthogonal question on a similar topic so forgive me for putting it here. I'm currently working through the journey of getting an FAA PPL > IR > CPL having been flying on my UK PPL in the US for the last year.
I was just told by an FAA examiner that none of my UK instruction can be counted towards the minimum hours for dual instruction because my logbook was not signed by any of my UK instructors.
Has anyone found a way round that?
I was just told by an FAA examiner that none of my UK instruction can be counted towards the minimum hours for dual instruction because my logbook was not signed by any of my UK instructors.
Has anyone found a way round that?
Joined: Jul 2007
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From: Perpetually Commuting
A slightly orthogonal question on a similar topic so forgive me for putting it here. I'm currently working through the journey of getting an FAA PPL > IR > CPL having been flying on my UK PPL in the US for the last year.
I was just told by an FAA examiner that none of my UK instruction can be counted towards the minimum hours for dual instruction because my logbook was not signed by any of my UK instructors.
Has anyone found a way round that?
I was just told by an FAA examiner that none of my UK instruction can be counted towards the minimum hours for dual instruction because my logbook was not signed by any of my UK instructors.
Has anyone found a way round that?
Joined: Jul 2007
Posts: 296
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From: Perpetually Commuting
Back to the original post. How much would cost and how long will it take to get the conversion to FAA?
IR check-ride in a single engine. For IR, it doesn't matter if you do it in a single or a multi in FAA land.
And then, it depends on what you are after.
If you need commercial privileges for both single engine and multi engine, you need to do 2 check-rides, one in a single engine, and another in a multi-engine.
Some DPEs might be willing to give you a check-ride for both commercial and IR at the same time.
I suggest you fly with an instructor for a few hours in each category of airplane and prepare for the oral.
Joined: Dec 1998
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From: Escapee from Ultima Thule
If you wish to have IR privileges in a multi then at some point you will have to demonstrate an asymmetric approach in a multi. Many do a single IR, then as part of their multi-CPL do the required approach.
Joined: Feb 2007
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From: The Far Side
I'm wondering why the logbook entries weren't signed. In any case Zondaracer is correct; FAA inspectors' (or DPE's, as mentioned) opinions have no legal weight.
However, logbook entrees for dual instruction must be signed, or somehow certified otherwise. Is their some additional certification accompanying the entries?
However, logbook entrees for dual instruction must be signed, or somehow certified otherwise. Is their some additional certification accompanying the entries?
Last edited by Rotorhead1026; 14th June 2016 at 20:15.
Joined: Dec 1998
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From: Escapee from Ultima Thule
I'm not sure all log book entries must be signed. The FARs specify that instruction given in another jurisdiction by an appropriately qualified instructor under that jurisdiction's rules counts towards an FAA certificae. Nowhere does it say in that section that the logbook must be signed. If that country doesn't require a logbook signature than that's part of the rules for that country.
Where it does say it must be signed (to count as instruction) is in another section and refers to an 'authorized instructor' (sic). The FARs seem to be quite consistent that 'authorized' refers to an FAR licenced instructor exercising the privileges of an FAR instructor rating eg the requirements for flight reviews etc
Where it does say it must be signed (to count as instruction) is in another section and refers to an 'authorized instructor' (sic). The FARs seem to be quite consistent that 'authorized' refers to an FAR licenced instructor exercising the privileges of an FAR instructor rating eg the requirements for flight reviews etc
Joined: Dec 1998
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From: Escapee from Ultima Thule
Considering a pilot's log book is a legal record of experience, I think there's a good argument that it is sufficient in its own right. In my conversions of licences from Oz to FAA & UK, I've never had to present anything other than my logbooks to prove experience.
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From: Mare Nostrum
Mate any websites or any idea how one can even browse for jobs in Europe on a N-registered aircraft. I'm british just turn 21 and I possess a full FAA CPL
