Does a conversion from 61.75 FAA PPL to standalone FAA PPL affect an FAA IR?

As per the AIM, it doesn’t matter at all when you have done those flights, nor does it matter what the registration of the aircraft was.

The only exception is the 3 hours of test prep, which has to be in the two months before the test. And yes, these three hours can be a part of the 10 hours of complex that you will do.

do you know if the flight experience I logged BEFORE I got the piggybacked faa ppl and the faa ir can count toward the 250hrs requirements? In particular:

Quoting from FAR AIM 61.129 (my questions are within round brackets):

A person who applies for a commercial pilot certificate with an airplane category and single-engine class rating must log at least 250 hours of flight time as a pilot that consists of at least:

(1) 100 hours in powered aircraft, of which 50 hours must be in airplanes. (does it count what I flew solo before the IR rating?)

(2) 100 hours of pilot-in-command flight time, which includes at least—
(i) 50 hours in airplanes; and (does it count what I flew solo before the IR rating?)
(ii) 50 hours in cross-country flight of which at least 10 hours must be in airplanes. (does it count what I flew solo before the IR rating?)

(3) 20 hours of training on the areas of operation listed in §61.127(b)(1) of this part that includes at least—
(i) 10 hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a single engine airplane; (my dual FAA IR training should be enough)
(ii) 10 hours of training in an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, or is turbine-powered; (this I have to do: the instructor must be necessarily an FAA one?)
(iii) One 2-hour cross country flight in a single engine airplane in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; (I think we did during dual IR training)
(iv) One 2-hour cross country flight in a single engine airplane in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; and (can this be done within the 10hrs of point ii above?)
(v) Three hours in a single-engine airplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test. (can this be done within the 10hrs of point ii above?)

(4) 10 hours of solo flight time in a single engine airplane or 10 hours of flight time performing the duties of pilot in command in a single engine airplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (2) of this section), on the areas of operation listed under §61.127(b)(1) that include— (does it count what I flew solo before the IR rating?)
(i) One cross-country flight of not less than 300 nautical miles total distance, with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles (I guess this requirement implies all on the same day?); and
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

I did that (from a piggyback PPL + US IFR) to the standalone US-Commercial + IFR.

When you apply for the checkride, make sure you not only have the 10 hours of instruction of complex airplanes, but also that you fulfil all the other flight experience requirements (night cross countries etc.).

Don’t kow about training and checkrides in Europe. It seems to differ from country to country. I would also consider places like Azursky in Cannes.

I am not sure if this deals with the issue, but I have quoted relevant sections of CFR 14 Part 61:

Sec. 61.41

Flight training received from flight instructors not certificated by the FAA

(a) A person may credit flight training toward the requirements of a pilot certificate or rating issued under this part, if that person received the training from:
(1) A flight instructor of an Armed Force in a program for training military pilots of either—
(i) The United States; or
(ii) A foreign contracting State to the Convention on International Civil Aviation.
(2) A flight instructor who is authorized to give such training by the licensing authority of a foreign contracting State to the Convention on International Civil Aviation, and the flight training is given outside the United States.
(b) A flight instructor described in paragraph (a) of this section is only authorized to give endorsements to show training given.

This means that training received from your local non FAA instructor counts towards meeting the experience requirements, but they can not issue any required endorsements.

Sec. 61.65

Instrument rating requirements.

(a) General. A person who applies for an instrument rating must:

(1) Hold at least a current private pilot certificate, or be concurrently applying for a private pilot certificate, with an airplane, helicopter, or powered-lift rating appropriate to the instrument rating sought;
(2) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet any of these requirements due to a medical condition, the Administrator may place such operating limitations on the applicant’s pilot certificate as are necessary for the safe operation of the aircraft;
(3) Receive and log ground training from an authorized instructor or accomplish a home-study course of training on the aeronautical knowledge areas of paragraph (b) of this section that apply to the instrument rating sought;
(4) Receive a logbook or training record endorsement from an authorized instructor certifying that the person is prepared to take the required knowledge test;
(5) Receive and log training on the areas of operation of paragraph (c) of this section from an authorized instructor in an aircraft, flight simulator, or flight training device that represents an airplane, helicopter, or powered-lift appropriate to the instrument rating sought;
(6) Receive a logbook or training record endorsement from an authorized instructor certifying that the person is prepared to take the required practical test;
(7) Pass the required knowledge test on the aeronautical knowledge areas of paragraph (b) of this section; however, an applicant is not required to take another knowledge test when that person already holds an instrument rating; and
(8) Pass the required practical test on the areas of operation in paragraph (c) of this section in—
(i) An airplane, helicopter, or powered-lift, appropriate to the rating sought; or
(ii) A flight simulator or a flight training device appropriate to the rating sought and approved for the specific maneuver or procedure performed. If a flight training device is used for the practical test, the instrument approach procedures conducted in that flight training device are limited to one precision and one nonprecision approach, provided the flight training device is approved for the procedure performed.

(b) Aeronautical knowledge. A person who applies for an instrument rating must have received and logged ground training from an authorized instructor or accomplished a home-study course on the following aeronautical knowledge areas that apply to the instrument rating sought:

(1) Federal Aviation Regulations of this chapter that apply to flight operations under IFR;
(2) Appropriate information that applies to flight operations under IFR in the “Aeronautical Information Manual;”
(3) Air traffic control system and procedures for instrument flight operations;
(4) IFR navigation and approaches by use of navigation systems;
(5) Use of IFR en route and instrument approach procedure charts;
(6) Procurement and use of aviation weather reports and forecasts and the elements of forecasting weather trends based on that information and personal observation of weather conditions;
(7) Safe and efficient operation of aircraft under instrument flight rules and conditions;
(8) Recognition of critical weather situations and windshear avoidance;
(9) Aeronautical decision making and judgment; and
(10) Crew resource management, including crew communication and coordination.

(c) Flight proficiency. A person who applies for an instrument rating must receive and log training from an authorized instructor in an aircraft, or in a flight simulator or flight training device, in accordance with paragraph (g) of this section, that includes the following areas of operation:

(1) Preflight preparation;
(2) Preflight procedures;
(3) Air traffic control clearances and procedures;
(4) Flight by reference to instruments;
(5) Navigation systems;
(6) Instrument approach procedures;
(7) Emergency operations; and
(8) Postflight procedures.

(d) Aeronautical experience for the instrument-airplane rating. A person who applies for an instrument-airplane rating must have logged:

(1) Except as provided in paragraph (g) of this section, 50 hours of cross-country flight time as pilot in command, of which 10 hours must have been in an airplane; and
(2) Forty hours of actual or simulated instrument time in the areas of operation listed in paragraph (c) of this section, of which 15 hours must have been received from an authorized instructor who holds an instrument-airplane rating, and the instrument time includes:
(i) Three hours of instrument flight training from an authorized instructor in an airplane that is appropriate to the instrument-airplane rating within 2 calendar months before the date of the practical test; and
(ii) Instrument flight training on cross country flight procedures, including one cross country flight in an airplane with an authorized instructor, that is performed under instrument flight rules, when a flight plan has been filed with an air traffic control facility, and that involves—
(A) A flight of 250 nautical miles along airways or by directed routing from an air traffic control facility;
(B) An instrument approach at each airport; and
(C) Three different kinds of approaches with the use of navigation systems.

I have a piggybacked FAA PPL and an FAA IR. I’ve decided to go for a standalone FAA CPL for various reasons and, from what I read on this thread, I guess my FAA IR will be transferred to the new standalone FAA CPL automatically?
I believe I only need 10 hours in a complex (i.e. retractable) single to be able to sit the FAA CPL flight test. Any idea where in UK I could do the training, including where I could hire a good retractable single, like an Arrow or a TB20 for 10 hrs with instructor? Btw, I hope to be able to do all training and exams in UK, like I did for my FAA IR in 2012 (Peter, why did you write in your website that is not possible to do FAA flight tests outside US since 2007?).

Thanks Colm, thats what I was hoping. Time will tell I suppose...

PA,

My understanding is that the CBIR is a regular EASA IR and fully ICAO compliant. The only thing different about it, is how you get the qualification.

So I can't see any reason why it wouldn't be recogisned by the FAA in the same way.

Colm

I wonder if the proposed EASA CBM IR may also be acceptable in the future to the FAA as a piggy back IR (assuming one also does the foreign pilot exam. Does anyone have any views or information on this?

Mostly due to time availibility, I dont want to do the current IR theory or training, and I dont have the time free from work to just to go to the US and do a full FAA IR there. I am hoping by the time that a CBM IR and syllabus is agreed (and I hope that to be not much later than mid-2014 (though maybe thats too hopeful), I will have time to dedicate to this and the learning requirements will be more appropriate. But I want to keep flying my N reg, so unless the FAA are likely to accept a piggy back CBM IR, I either have to decide to do a full FAA IR in the US, or switch to a G-Reg.