Getting your FAA Private Pilot Certificate
Posted: Sun Apr 30, 2017 3:47 pm
I see over on the other website there is incorrect information
floating around on this subject, and none of the big brains
there are correcting it.
So. You hold a Canuck PPL/CPL/ATPL and you'd like just a
basic FAA private pilot certificate (not a licence in the USA)
so that you can act as PIC of an N-registered aircraft in the
USA, probably just for your own enjoyment (i.e. not for hire).
Note that you can fly an N-reg aircraft in Canada on your
Canuck licence. And you can fly a C-reg aircraft in the USA
on your FAA certificate. But to fly a C-reg aircraft in Canada
you need a Canuck pilot licence, and to fly a N-reg aircraft
in the USA you need an FAA pilot certificate. Clear as mud?
Also note that the definition of PIC in the USA is wildly
different than in Canada. If I told you, you probably wouldn't
believe me anyways, and it's outside the scope of this post
anyways.
There are three ways for a Canuck PPL/CPL/ATPL to obtain
an FAA private pilot certificate. We will number them starting
at zero because that's just what real men, who drive manual
transmissions and fly tailwheel and program device drivers
do.
0) FAR 61.75 is available to the holder of an ICAO pilot licence,
not just Canadians. So, for Brits and Aussies and Frenchies
and everyone else, this is a really good choice. And it's a good
choice for Canucks, too, especially if you're lazy. There is no
medical or written test or flight test. You will need to send
the FAA verification application to OKC and wait for the letter,
then visit an FAA FSDO. For this, the FAA will issue you an
FAA private pilot certificate on the basis of your ICAO PPL/CPL/ATPL
and it is only valid if you maintain your foreign pilot licence.
Note that some people think this certificate requires a BFR,
some don't. I don't have a dog in that fight.
1) IPL. The FAA and TCA have a reciprocal agreement which
is only valid for Canadians and Americans. It allows you, as
the holder of a Canuck PPL/CPL/ATPL to obtain an equivalent
level of self-standing FAA pilot certificate. To do this, you must
do the verification letter, a short written test, and a medical.
But your FAA pilot certificate, after it is issued, does NOT require
you to keep the Canuck licence valid. Note that the FAA made
it more difficult to get the ATP. Outside the scope, again.
2) from scratch. I am not sure why you would do this unless
you were in the witness protection program, but if you wanted
to, you could walk up to a flight school in the USA and get your
PPL just like any American starting from scratch. Note that there
is a catch: after 9/11 any foreigner wanting flight training in the
USA must push some paper.
An important note for all of 0/1/2: in the USA, logbook endorsements
from an FAA CFI are required to do stuff that we take for granted
in Canada, like over 200hp, retractable gear, tailwheel. So unless
you're a really old guy like me or Chuck or LC (we are grandfathered)
regardless of which path you take (0/1/2) or level of FAA pilot
certificate obtained, you must get the requisite logbook endorsements,
regardless of how many thousands of hours you might have logged
in these aircraft.
As always, the above is worth precisely what you paid me for it.
PS Type ratings are a little different in the USA. If nothing
else, you should be aware of FAR 61.58
floating around on this subject, and none of the big brains
there are correcting it.
So. You hold a Canuck PPL/CPL/ATPL and you'd like just a
basic FAA private pilot certificate (not a licence in the USA)
so that you can act as PIC of an N-registered aircraft in the
USA, probably just for your own enjoyment (i.e. not for hire).
Note that you can fly an N-reg aircraft in Canada on your
Canuck licence. And you can fly a C-reg aircraft in the USA
on your FAA certificate. But to fly a C-reg aircraft in Canada
you need a Canuck pilot licence, and to fly a N-reg aircraft
in the USA you need an FAA pilot certificate. Clear as mud?
Also note that the definition of PIC in the USA is wildly
different than in Canada. If I told you, you probably wouldn't
believe me anyways, and it's outside the scope of this post
anyways.
There are three ways for a Canuck PPL/CPL/ATPL to obtain
an FAA private pilot certificate. We will number them starting
at zero because that's just what real men, who drive manual
transmissions and fly tailwheel and program device drivers
do.
0) FAR 61.75 is available to the holder of an ICAO pilot licence,
not just Canadians. So, for Brits and Aussies and Frenchies
and everyone else, this is a really good choice. And it's a good
choice for Canucks, too, especially if you're lazy. There is no
medical or written test or flight test. You will need to send
the FAA verification application to OKC and wait for the letter,
then visit an FAA FSDO. For this, the FAA will issue you an
FAA private pilot certificate on the basis of your ICAO PPL/CPL/ATPL
and it is only valid if you maintain your foreign pilot licence.
Note that some people think this certificate requires a BFR,
some don't. I don't have a dog in that fight.
1) IPL. The FAA and TCA have a reciprocal agreement which
is only valid for Canadians and Americans. It allows you, as
the holder of a Canuck PPL/CPL/ATPL to obtain an equivalent
level of self-standing FAA pilot certificate. To do this, you must
do the verification letter, a short written test, and a medical.
But your FAA pilot certificate, after it is issued, does NOT require
you to keep the Canuck licence valid. Note that the FAA made
it more difficult to get the ATP. Outside the scope, again.
2) from scratch. I am not sure why you would do this unless
you were in the witness protection program, but if you wanted
to, you could walk up to a flight school in the USA and get your
PPL just like any American starting from scratch. Note that there
is a catch: after 9/11 any foreigner wanting flight training in the
USA must push some paper.
An important note for all of 0/1/2: in the USA, logbook endorsements
from an FAA CFI are required to do stuff that we take for granted
in Canada, like over 200hp, retractable gear, tailwheel. So unless
you're a really old guy like me or Chuck or LC (we are grandfathered)
regardless of which path you take (0/1/2) or level of FAA pilot
certificate obtained, you must get the requisite logbook endorsements,
regardless of how many thousands of hours you might have logged
in these aircraft.
As always, the above is worth precisely what you paid me for it.
PS Type ratings are a little different in the USA. If nothing
else, you should be aware of FAR 61.58