The IACRA system has been available for foreign verifications for a few years. In case of problems with it, eg the data loss a couple of days ago, the form AC 8060-71 can still be emailed to AFS-760. An FAA Tracking Number (FTN) will be assigned once an IACRA account has been registered. The FTN will be needed for knowledge test bookings.
I agree with dublinpilot that a standard US pilot certificate is preferable, especially when flying a US-registered aeroplane outside the UK, assuming you are a UK resident. For the most part the UK IR(R) will suffice for flying within the UK. LOI to Cliff Whittaker, 15 Jun 2015. Outside the UK the US instrument rating can be used and it may be easier to maintain than a Part-FCL IR. You can obtain a US instrument rating by, inter alia, passing a US practical test, or passing a Canadian or EU IR test and using the appropriate conversion agreement.
That’s a useful guide. I would add that plenty of FSDOs will still process these applications free of charge.
arj1 wrote:
Not for piggy-back, AFAIK.
Any instruction received from a US flight school (which includes US-certificated instructors) in an aircraft or aircraft simulator that could be used towards an initial standard pilot certificate requires a TSA security threat assessment for non-US nationals. Recurrent training on the other hand requires certain information to be transmitted by the flight school to the TSA but no threat assessment is needed. However, the TSA explicitly interprets recurrent training “to not include any flight review, proficiency check, or other check whose purpose is to review rules, manoeuvers, or procedures, or to demonstrate a pilot’s existing skills on aircraft with a maximum certificated takeoff weight (MTOW) of 12,500 pounds or less, such as the flight review required under 14 CFR 61.56 or the recent flight experience requirements in 14 CFR 61.57.” Docket No. TSA-2004-19147, document 0226 (19 Oct 2004).
Peter wrote:
Whether you need TSA for an FAA written exam is another interesting Q. Lots of previous threads
The STA is also not required for knowledge tests or practical tests. This was addressed in the thread Anyone did FAA CPL in US recently?, post #26 (24 Jan 2021).
I had a deeper look into the subject, and came upon this company schaircraft. I had contact with them, but decided not to pursue as my use of an N registered bird is seldom, and only for local VFR flying, to warrant the fee.
Correct.
The TSA stuff is a complicated topic which has changed many times. For example at one point you could visit the US for just a checkride. Whether you need TSA for an FAA written exam is another interesting Q. Lots of previous threads.
As usual, “Threads possibly related to this one” below are good reading.
Pig wrote:
It may have changed but if you do any training under the FAA then you will need TSA approval and fingerprints which is another thing to bear in mind.
Not for piggy-back, AFAIK.
It may have changed but if you do any training under the FAA then you will need TSA approval and fingerprints which is another thing to bear in mind.
My son got his 61.75 on a zoom call with a fab DPE in the US. Let me know if you would like his details. The whole thing took three weeks start to finish.
I recently got the FAA piggyback with IR on a trip to the states. The process is fairly easy – in summary:
1. Online form to CAA for licence verification
2. Online form to FAA to request verification letter through IACRA system submitted at same time as form to CAA.
3. Arrange meeting with DPE in states (might be possible to find one willing to do this over zoom). I believe the two DPEs in UK are currently unable to process piggyback licences.
4. Book instrument foreign Pilot written exam through PSI website (can only be done in states)
5. Travel to states, take exam
6. Fill out an application for licence on IACRA (liaise with your chosen DPE)
7. Take the exam pass, licence logbook and medical to the DPE, pay a fee for their services and they will issue you with a temporary certificate valid for 120 days.
8. Have 1hr Flight Review signed off by an FAA instructor (necessary to make licence valid). This can be done in the UK.
If you only want VFR privileges then you might be able to do the whole process from UK if you can find a DPE willing to do it over zoom (I’m not sure they are supposed to do that now post covid).
If you get the piggyback before you have a foreign IR and want to add that later then this can be done but you have to go through the verification and DPE process again to add the instrument rating onto the licence. Same if you want to subsequently add MEP privileges.
Hope that summary is helpful.
re a VFR based-on, or piggyback FAA licence… I’ve just been in contact with the FAA regarding the reactivation of a based-on licence I lost, and below an extract of their response, received 2 days ago, which might also apply to your case:
Our office has recently implemented a new process allowing you to complete the “Verification of Authenticity of Foreign License and Medical Certification, 8060-71 application electronically through the Integrated Airman Certification and Rating Application (IACRA). To access IACRA and register for an account, please click on the https://iacra.faa.gov/IACRA/Default.aspx. You will also find some helpful information navigating through the IACRA process by clicking on New to IACRA? Please read the New User Guide located on the IACRA web page.
Having registered with IACRA, you will have to meet some rep at an FSDO, which are all located on US soil…
But there seem to be an FSDO officer paying a visit to different EU countries, including your island, once a year or so. The system seems to be organised by appointment thru the respective AOPA only. Anybody current on the details?
Just bear in mind that there is one disadvantage to the 61.75 certificate.
That is that it can become invalid fairly easily.
I had one, it was made of cardboard, and they decided to change it to plastic, so mine became invalid.
I later got the plastic one, and then they brought in English Language proficiency, which wasn’t shown on mine. That too then became invalid.
I haven’t since got another one, but the change in number from my JAA to EASA licence (letters changed rather than numbers) might have also made it invalid.
These things (apart from licence change number) tend to be well flagged in advance and you have time to replace it, but it does have to be done and you have to stay informed rather than the FAA writing to you to tell you that it’s no longer valid.
On the other hand, you don’t have to do a skills test to get it and you don’t have to keep an FAA medical current.
