IMHO, the FAA PPL standalone is the only way to go in the long run, aand especially so with the addition of the IR. The FAA IR syllabus was pragmatic, and with the IR remaining in force as long as currency is maintained, then it’s a very useful additional qualification. Yes, it can be done on a piggyback, but if you can find a reason to go to the US for a holiday, then 2 weeks of work with a good flying school in good weather should see it all done. No I-20, no visa admin, just find a good school that is prepared to work with you whilst you are taking a holiday. They are not hard to find. As for the TSA clearances… don’t even think about short circuiting those. The schools won’t touch you, but the Feds surely will.
So, just to check a common piece of internet wisdom… it is presumably false that making the TSA application automatically triggers a Visa check? Clearly in your case it did not. This was a concern several years ago.
The Visa (with the I-20) was a huge hassle. You throw a few hundred $ at a school (has to be Part 141) to get the I-20, you then waste a whole day at the US Embassy in London (or wherever you live), and you risk hassle by US Immigration who will view you as a 9/11 case. Also the Visa is valid for only about 30 days, IIRC.
An EASA licence is valid for the holders lifetime unless suspended or revoked. 61.75 doesn’t require that any associated ratings remain current.
I understand that to be true. But I also understand that the licence must remain valid, even if the ratings on it aren’t. JAR licences, which only ceased to be issued 3 years ago, expire after 5 years and must be renewed. They can only be renewed if you have at least one rating and a current medical. So many will still have JAR licences which will expire if not taken care of.
The other issue is changing licence numbers. If your licence number changes for some reason (eg change from JAR to EASA) then your 61.75 certificate is no longer valid (as it’s based on a licence that no longer exists).
IMHO, the FAA PPL standalone is the only way to go in the long run
I think that’s only partially true. It depends on what you want it for. If you regularly fly N reg aircraft, then I’d totally agree. If however you only fly N reg when you go on holidays to the US, every few years, then I think a stand alone certificate is more hassle than help. For example, if you have an 61.75 from a previous trip, and you still have your original EASA licence with no change in the numbers, then on your next trip all you need to do is a BFR.
If your EASA licence has changed, then you need to go through the verification process again.
If you have standalone certificate, then you need to do an FAA medical, other than a BFR
So with the 61.75 it’s:
a) Nothing at all, or
b) paperwork followed by visiting a FSDO
Of you have a standalone, it’s
a) Get an FAA medical.
In both cases a BFR.
The 61.75 process isn’t very difficult nor time consuming. The only real hassle is the need to visit a FSDO.
I’ve done it twice with minimal hassle.
I’m going to be spending 10 days in Seattle in late April and would like to use the opportunity to do some flying and get an FAA licence so that I can fly N-Reg in Europe occasionally if the opportunity arises and also rent aircraft on further holidays in the US.
I have a UK-issued EASA PPL with IR (completed using the CB-IR route last year). Approx 250 hours experience (plus 750 hours gliding).
Undecided as to whether stand-alone or piggyback is better. Ideally I would like to have an FAA licence with aeroplane, glider, and instrument ratings. Assuming stand-alone is most suitable for that, is it feasible to do in 10 days, what’s involved and do I need a visa?
Regards
papa sierra
papa_sierra wrote:
Assuming stand-alone is most suitable for that, is it feasible to do in 10 days, what’s involved and do I need a visa?
From my understanding, for the stand-alone, you certainly need both visa and TSA clearance because from the US point of view, you’re training for an initial license.
For the piggyback variant, IMHO you need neither.
I would also expect you to need an appropriate visa (needs a visit to your local Embassy in person beforehand) and TSA clearance (fingerprints included).
More importantly, beware that the rules are changing on 1st April and no solo flight is permitted without at least a student pilot licence (which might take a few weeks to process). It’s not clear to me how that affects foreign students. Read more on this thread
If you want a standalone FAA PPL/IR then you are going to have to do two flight tests, PPL and IR, so 10 days is marginal.
But April is also cutting it fine to get all the TSA/visa business sorted, so you should start that immediately. You can use the visa for multiple visits if you run out of time on the first trip, but I believe th I20/visa is tied to one specific school.
papa_sierra wrote:
I have a UK-issued EASA PPL with IR (completed using the CB-IR route last year). Approx 250 hours experience (plus 750 hours gliding).Undecided as to whether stand-alone or piggyback is better. Ideally I would like to have an FAA licence with aeroplane, glider, and instrument ratings. Assuming stand-alone is most suitable for that, is it feasible to do in 10 days, what’s involved and do I need a visa?
I would recommend the 61.75 route and if you wish to add the instrument to the PPL privileges, that is feasible. This would give you private pilot privileges in N reg aircraft in the US and UK. I doubt seriously you will be able to find a school that does both airplane and glider.
This is a link to the FAQ on the TSA site: http://www.aopa.org/Pilot-Resources/Flight-Instructor-Resources/AOPAs-Guide-to-TSAs-Alien-Flight-Training-Citizenship-Validation-Rule/FAQ
Relevant Q/A are:
What is the definition of flight training as it pertains to this rule for the purposes of needing to undergo citizenship verification?
The TSA has further interpreted the definition of " flight training "for aircraft with a maximum certificated takeoff weight of 12,500 pounds or less to only apply to training for a recreational pilot, sport pilot, or private pilot certificate; multiengine rating (at any certificate level — i.e., does not apply to MEI); or instrument rating (does not include recurrent training).
What applicant category do I qualify for?
Aliens seeking flight training in an aircraft with a MTOW of 12,500 pounds or less qualify as a Category 3 candidate. A brief explanation of the four categories:
Category 3 – Candidates who seek flight training in the operation of aircraft with a maximum certificated takeoff weight of 12,500 pounds or less for the following training events:
Initial airman’s certificate, including a private, recreational, or sport pilot certificate.
— If a private and/or commercial license is the candidate’s initial FAA license, it is considered an initial airman’s certificate and is not exempt.
Instrument Rating (IR)
Multi-Engine Rating (MEL)
Each of these training events requires a separate training request. Note: Category 3 Rotorcraft Requirements – Candidates who seek flight training in the operation of rotorcraft with a maximum certificated takeoff weight of 12,500 pounds or less are subject to the above Category 3 clarification. Candidates must obtain approval for the initial license, instrument rating or multi-engine rating if the pilot does not hold a fixed-wing equivalent.
I am pursuing a U.S. private pilot certificate based on my foreign license. Am I required to comply with the TSA rule?
TSA has clarified that getting a U.S. certificate based on a foreign license ( reference FAR 61.75) does not apply to the requirements of the rule. However, if you choose to apply for a “stand-alone” FAA pilot certificate no longer based on your foreign license, you must comply with this rule. The TSA views this as receiving an initial FAA pilot certificate and qualifies under the TSA definition of flight training.
ortac wrote:
But April is also cutting it fine to get all the TSA/visa business sorted
I also doubt you’ll be able to sort out the paperwork for the 61.75 route by April.
The processing of the Verification of Authenticity of Foreign License, Rating, and Medical Certification form takes approximately 45 to 90 days to complete.
from: https://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/
For your UK license, BEFORE you can even start this, you need to authorize the CAA to send your details to the FAA using form SRG1160 (http://publicapps.caa.co.uk/docs/33/SRG1160FFenabled1.pdf), so that adds to the time.
