Getting your FAA Private Pilot Certificate

[Colonel]

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

[vanNostrum]

Very good info thank you
Could a Canadian PPL with a Cat 4 Medical RPP
fly in the US ?

[Colonel]

Funny - I was asked the exact same question on Friday!

Off the top of my head, probably not.  If your medical
has dropped to a category 4, technically you cannot exercise
the privileges of your Canuck PPL, hence the FAR 61.75
FAA private certificate would not be valid.

However.  Trying to find anyone that understands the
above outside a courtroom might be difficult.  In practice,
I suspect if you moved fast and didn't get caught, you
might get away with it  ;)

[David MacRay]

Talk me out of going over there to "help".  :-X

Edit: I took a look. It doesn't seem to have room for improvement via comedy trolling.

"I heard you need to get a nexus card first." "It's easiest if you offer the FAA guy a bottle of maple syrup." That sort of thing.

[Colonel]

Matthew 7:6

[John Swallow]

As the BB* to a General, I once sent a message to Commanding Officer of a subordinate unit that contained "Hebrews 13:8 (KJV)" because of a snarky message said CO sent to my boss.  Luckily, his BB* intercepted the message and called me.  We agreed to "deep six" the message to keep me out of crotte...


*BB - personal assistant. 

[JW Scud]

[quote author=Colonel Sanders link=topic=6169.msg16192#msg16192 date=1493567252]
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
[/quote]


The colonel at his best,


Welcome back.

[Chris]

[quote author=Colonel Sanders link=topic=6169.msg16192#msg16192 date=1493567252] 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.
[/quote]


What if someone drives a manual Saab? -1?

[DeflectionShot]

Ditto, thanks for the clarification. Being lazy, Option Zero works for me.

BTW, welcome back