But if I had a CB IR attached to my EASA PPL at some point in the future, do people think that the FAA would recognise it automatically and add an IR to my piggy-back FAA PPL? I believe there would still be Instrument Rating Foreign Pilot exam to do at least.
If you have a 61.75 “piggyback” FAA PPL and an ICAO IR (and the CB IR will be a full ICAO IR) then you can do the Foreign Pilot IR Exam to get the FAA IR.
I would never sell an N-reg plane – the advantages of being N-reg are substantial, for most pro-active owners.
for ATPL conversion to EASA one gets credit for the ground school, but not for the exams themselves, or at least that’s what I inferred yesterday while checking the regulations for a friend of mine who has US and Canadian ATPL but needs an EASA one.
AFAIK, to get an EASA ATPL, you need the 14 ATPL exam passes, unless you follow the Part 25 route. I don’t think there is any way around that.
An interesting question, for an N-reg bizjet pilot flying non AOC ops (basically flying the owner around), is whether he needs an ATPL. AFAIK he needs only the CPL/IR, and I can’t see why he would need an EASA ATPL to comply with the anti N-reg provision in EASA FCL. I recall that one needs an ATPL to be LHS in a multi pilot jet but I don’t know if that applies to Part 91 ops; I think thiose can be flown by 2 x CPL/IR pilots. However this is not my area at all…
Peter, for ATPL conversion to EASA one gets credit for the ground school, but not for the exams themselves, or at least that’s what I inferred yesterday while checking the regulations for a friend of mine who has US and Canadian ATPL but needs an EASA one.
I am not sure if this has been asked before (probably has). But if I had a CB IR attached to my EASA PPL at some point in the future, do people think that the FAA would recognise it automatically and add an IR to my piggy-back FAA PPL? I believe there would still be Instrument Rating Foreign Pilot exam to do at least.
I’m sure that’s too hopeful, and maybe impossible to ask as the CB IR license isn’t ‘real’ yet. My situation is that for the foreseeable future, I will only be flying N reg, but I cant justify the time and expense of doing an IR in the US, and while it is possible to do the FAA IR training in the UK (I know a few people who have done it), I cant do it at my base anyhow. I am hoping that a more local base will do the EIR and CB IR when it becomes available, though I would only be able to use the privileges in the UK, unless I had an IR attached to my FAA license. The other option is sell my N reg, and in a year or so, just buy into a G-reg and then I have worldwide IR privileges on one license.
I have it here, under "What Next?"
I don't have an original reference to hand but my impression is that this has been a well established route for years. Obviously it doesn't help a private pilot, or anybody flying a non Part 25 (multi pilot) plane.
Also EASA FCL accepts ICAO type ratings directly.
Where do you read this??
There has "always" been a conversion route for commercial pilots who have a certain experience.
The applicable pages are 221 till 225. However 4 of these pages are for validation which is only valid for 1 year. Only the last page is concerning conversion and that only describes that you can convert your Icao ATPL to a EASA PPL.
Yes - that is correct. See e.g. here.
All private ops get the extra year.
Incidentally I don't think AOC ops ever had the ability to fly in say UK airspace on FAA licenses only. You could have put an N-reg plane onto a UK AOC but subject to various extras.
Peter, I was primarily interested in the first poster's 'email' excerpt from the CAA, saying that the derogation had been extended to April 2015.
That thread contains some of the usual misunderstanding / wishful thinking / meaningless one-liners / elitist "N-regs are cheats" stuff.
There has "always" been a conversion route for commercial pilots who have a certain experience.
For example, from EASA FCL (somewhere in here) an ICAO ATPL holder who has 2000+ hours on a Part 25 aircraft can now and will be able to convert directly to an EASA ATPL, without sitting the 14 exams. I think there is a sim check (LPC?).
More generally, there has been a standard procedure whereby one State will validate another State's CPL/IR or ATPL, with a flight test and sometimes an air law exam, for use on the former State's aircraft reg only, for both private and AOC ops. Rumours abound of these concessions. One bizjet pilot I know was told Turkey will validate an ICAO ATPL into a Turkish one with a checkride (the problem being that Turkey might take a long time to be accepted into EASA FCL, despite working towards JAR-FCL for years i.e. this is a long shot). I spent some time trying to chase that one down via my contacts in the Turkish GA community but without success so perhaps it is one of the many "face to face only" concessions. These routes also sometimes open up ways to collect interesting papers such as an initial JAA Class 1 medical (the most useful piece of paper of them all)... The standard first step on this route is getting a job (any flying job that needs a CPL) on an aircraft registered on that State's registry, and take it from there... I was once offered that, in a country south of the Alps.
The "problem" is with non AOC pilots i.e. who operate outside the national CAA operated AOC paperwork system is that these do what are formally private flights (which includes being a paid CPL/IR or ATP pilot, FAR Part 91) and they are not going to get any license conversion concessions beyond what the national CAA offers as standard.
If this chap is legit, it would appear that the deadline has been postponed until April 2015, I guess this also increases the probability of further 'extensions'.
I have mixed feelings on this, some friends would have been shafted, but having just converted my CPL/IR, it might have lead to some opportunities...
Anyhow, I'm sure this is a victory for common sense, and good news for the majority.
Nothing I am aware of, beyond what is here.
Fairly obviously, if EASA is going to postpone the April 2014 deadline, they are not going to do it until absolutely the very last moment. Otherwise it's like your kid saying "Daddy can I have an ice cream" and you saying "No but if you make enough noise then you can have it".
Various rumours credited to sources close to the process suggest that a postponement to 2016 is likely, but it's a high risk game they are playing.
There is no way IMHO the CBM IR will be ready in time for anybody to finish it (or even a conversion) by April 2014.
Not that EASA gives a flying **** about grounding most of Europe's IFR community, including most corporate jets. They might just stick a finger up and let it happen... EASA FCL is law now so EASA doesn't have to lift a finger in April 2014 and everybody who has not done the current JAA IR process will be technically grounded.
