BFR Question

I'm a Canadian glider pilot and hold a reciprocal FAA PGL based on keeping my Cdn licence in good standing.

Every Spring, we complete a flight review for insurance purposes and currency, and the instructor puts a stamp in our logbooks that we have performed to appropriate standards.

So, does this take the place of needing a BFR? If I go to the U.S. and fly a N- aircraft, would I have to go through the time and expense of the BFR?

Since my FAA PGL is based on my valid, reviewed and current TC GPL, I would think my annual approval to be sufficient.

Anyone know the FARs well enough to inform me?

Thanks.

On Wednesday, September 11, 2013 1:56:38 PM UTC-4, C-FFKQ (42) wrote:
I'm a Canadian glider pilot and hold a reciprocal FAA PGL based on keeping my Cdn licence in good standing.



Every Spring, we complete a flight review for insurance purposes and currency, and the instructor puts a stamp in our logbooks that we have performed to appropriate standards.



So, does this take the place of needing a BFR? If I go to the U.S. and fly a N- aircraft, would I have to go through the time and expense of the BFR?



Since my FAA PGL is based on my valid, reviewed and current TC GPL, I would think my annual approval to be sufficient.



Anyone know the FARs well enough to inform me?



Thanks.

Your mistake is trying to apply logic. The FAA does not care about logic, only the rules. The rules say you need a BFR or some other FAA check ride. They won't allow you to substitute a Canadian check ride.

El miércoles, 11 de septiembre de 2013 13:56:38 UTC-4, C-FFKQ (42) escribió:
I'm a Canadian glider pilot and hold a reciprocal FAA PGL based on keeping my Cdn licence in good standing.



Every Spring, we complete a flight review for insurance purposes and currency, and the instructor puts a stamp in our logbooks that we have performed to appropriate standards.



So, does this take the place of needing a BFR? If I go to the U.S. and fly a N- aircraft, would I have to go through the time and expense of the BFR?



Since my FAA PGL is based on my valid, reviewed and current TC GPL, I would think my annual approval to be sufficient.



Anyone know the FARs well enough to inform me?



Thanks.

This is a question for a FSDO. It can be done inline at the FAA website choose
one of the many FSDO.
Answer in one to seven days.

On Thursday, 12 September 2013 14:12:58 UTC-4, PGS wrote:
Your mistake is trying to apply logic. The FAA does not care about logic, only the rules. The rules say you need a BFR or some other FAA check ride.. They won't allow you to substitute a Canadian check ride.

Okay, I understand that. BUT, my FAA licence states that it is valid so long as my Canadian permit is valid. Nothing about a BFR in that. If my Cdn licence is good -- which I demonstrate annually -- then my FAA licence is good, by definition. (Yeah, yeah... I'm being logical and reasonable).

However, I have sent a question to the Orlando FSDO, which issued my FAA permit.

Thanks to both who responded. I hadn't thought of contacting the FSDO.

-John

On Thursday, September 12, 2013 3:09:25 PM UTC-4, C-FFKQ (42) wrote:
On Thursday, 12 September 2013 14:12:58 UTC-4, PGS wrote:

Your mistake is trying to apply logic. The FAA does not care about logic, only the rules. The rules say you need a BFR or some other FAA check ride. They won't allow you to substitute a Canadian check ride.



Okay, I understand that. BUT, my FAA licence states that it is valid so long as my Canadian permit is valid. Nothing about a BFR in that. If my Cdn licence is good -- which I demonstrate annually -- then my FAA licence is good, by definition. (Yeah, yeah... I'm being logical and reasonable).



However, I have sent a question to the Orlando FSDO, which issued my FAA permit.



Thanks to both who responded. I hadn't thought of contacting the FSDO.



-John

Besides having a valid license, you must comply with the FAR's. It is the FAR's that require a BFR. But obviously you did the proper thing by contacting the FAA to get their opinion (the only one that counts).

According to my conversations with the FAA, you should accomplish a Flight Review per FAR 61.56 with a FAA authorized CFIG. This could occur overseas..

Reading the regulation, note that it states that you must receive "a review of the current general operating and flight rules of part 91." These would be the FAA / USA rules. FAR 61.56 also uses the term "authorized instructor" which according to the FAA means a current US FAA Certificated Flight Instructor appropriately rated in the aircraft (glider) category.

How to comply with the FAA Flight Review came to light about 24 months after I conducted over 40 FAA authorized Practical Tests ("checkrides") for glider pilot applicants in Germany. By an interpretation by the FAA, a US / FAA CFIG must conduct their 24 month Flight Reviews to satisfy FAR 61.56. Fortunately I gave a few CFIG checkrides in Germany, so there is a resource of CFIG's there to accomplish the task.

US citizenship is not a requirement for a FAA pilot or CFI certificate but English proficiency is required. Foreign pilots now need some level of US pilot certificate to fly "N" numbered gliders in the USA (a likely result of SEP 11, 2001.) ICAO foreign pilot licenses are generally no longer reciprocal in the USA, but US / FAA pilot certificates are often allowed overseas. For example, I just flew a "D" glider in Germany solo last month as they recognize the US pilot certificates, with certain limitations. It is not automatic -- it is up to the individual glider club as to who they allow to fly their gliders or tow aloft (as often encountered in the USA.)

You could seek the glider rated and current FAA CFIG's in your country who can conduct your flight review. Some hold dual-country CFI certificates.

Note that the term "Biennial" was dropped from FAR 61.56. Apparently some CFI's were writing "Biannual" in logbooks (twice a year!) and the FAA wanted to emphasize that you need not wait 24 months to take a flight review, which is a good idea for your proficiency. Some USA clubs and commercial operators require an "annual" flight review to help ensure the safety of their pilots and planes. The FAR's usually state the bare minimums for logging ground and flight training, as well as pilot currency. As the Soaring Safety Foundation emphasizes, "proficiency" is the goal.

So, take what you want from this reply. Please get a reply in writing from a FAA FSDO if they approve your overseas flight review with a non-FAA certificated instructor. Please share their reply with us if they agree with this course of action. Occasionally we get different answers from the various FSDO's!

I suppose the final answer would be what an insurance adjuster would conclude after an accident.

Then again, you could go to Florida or any year-round soaring site in the USA . . .

Burt Compton, FAA Designated Pilot Examiner
Marfa Gliders Soaring Center, west Texas USA

Thanks Burt, for gaining all this experience and then taking the time for sharing it with us.

I finally received a response from the Orlando FSDO, after the main FAA response told me to contact a FSDO (and, admittedly, I was a bit tardy on sending requests).

Yes -- as Burt says -- I need to do a BFR.

If interested, here is the response from Orlando FSDO:

Hello Mr. Brake,

Unfortunately, you cannot utilize your Canadian flight review to satisfy FAA requirements on your 61.75 certificate, because as the regulation is currently written, you must comply with 14 CFR Part 61.56 (c), which utilizes the term "authorized instructor" to indicate the holder of an FAA Flight Instructor certificate with the appropriate aircraft category and class ratings. The authorized instructor must both administer the flight review and issue the endorsement to meet the requirements of 61.56 (c).

This is consistent, for example, with similar regulatory requirements to receive dual instruction and endorsements from "authorized instructors" to meet eligibility requirements for all certificates and ratings issued under 14 CFR Part 61. Hopefully, I've been able to clarify the regulation and answer your question.

Regards,

Matthew H. Harper
Aviation Safety Inspector, Operations
Orlando Flight Standards District Office
5950 Hazeltine National Drive, Suite 500
Orlando, FL 32822
(407) 812-5713 office
(407) 812-7710 fax

On Wednesday, September 11, 2013 12:56:38 PM UTC-5, C-FFKQ (42) wrote:
I'm a Canadian glider pilot and hold a reciprocal FAA PGL based on keeping my Cdn licence in good standing.



Every Spring, we complete a flight review for insurance purposes and currency, and the instructor puts a stamp in our logbooks that we have performed to appropriate standards.



So, does this take the place of needing a BFR? If I go to the U.S. and fly a N- aircraft, would I have to go through the time and expense of the BFR?



Since my FAA PGL is based on my valid, reviewed and current TC GPL, I would think my annual approval to be sufficient.



Anyone know the FARs well enough to inform me?



Thanks.

Just a side note to this discussion; Everyone should be aware that the phrase "the FAA" does not precisely exist at the local level. The FAA is not a single entity with a homogeneous interpretation of all FAR's. It is made up of sometimes partly informed individuals and there can be many interpretations from various Operations and Maintenance inspectors. Whomever gets the call or has a question land on their desk answers it to the best of their ability and is married to that opinion and that issue until it's finally put to bed, sometimes years later. Even the most prudent inspector who bounces the question around the office and gets a consensus may be wrong. The final and correct answer is written by FAA Legal, who may contradict individual inspectors and individual FSDO's. I've had one glider related question reversed in my favor by FAA Legal when two FSDO's gave an FAR interpretation that seemed incorrect to me. This was as simple as writing a letter and asking for a clarification.
Most interpretations are sensibly resolved by a FSDO. But if you must, you can go higher up the chain with occasional surprising results.
Chad Wille

Yeah - what he said!

When I went to the FSDO to get the local area restriction removed from my
Experimental Glasflugel Mosquito (back in the 80s), the young guy said,
"No!". The older guy pulled out the SSA glider directory, looked up the
Mosquito, and removed all restrictions.

So, if you really don't want to pay for three flights and an hour of review,
write another letter to a different FSDO. You might get the reply you're
looking for. Then again, you might not.

Same story with removing the center-line restriction from my license. When
I checked out in the Rockwell Sabreliner in St. Louis, MO, it was considered
a center line thrust airplane. When I returned to my duty station in
Florida, it was not. The local FSDO removed the restriction.


wrote in message
...
On Wednesday, September 11, 2013 12:56:38 PM UTC-5, C-FFKQ (42) wrote:
I'm a Canadian glider pilot and hold a reciprocal FAA PGL based on keeping
my Cdn licence in good standing.



Every Spring, we complete a flight review for insurance purposes and
currency, and the instructor puts a stamp in our logbooks that we have
performed to appropriate standards.



So, does this take the place of needing a BFR? If I go to the U.S. and
fly a N- aircraft, would I have to go through the time and expense of the
BFR?



Since my FAA PGL is based on my valid, reviewed and current TC GPL, I
would think my annual approval to be sufficient.



Anyone know the FARs well enough to inform me?



Thanks.

Just a side note to this discussion; Everyone should be aware that the
phrase "the FAA" does not precisely exist at the local level. The FAA is not
a single entity with a homogeneous interpretation of all FAR's. It is made
up of sometimes partly informed individuals and there can be many
interpretations from various Operations and Maintenance inspectors. Whomever
gets the call or has a question land on their desk answers it to the best of
their ability and is married to that opinion and that issue until it's
finally put to bed, sometimes years later. Even the most prudent inspector
who bounces the question around the office and gets a consensus may be
wrong. The final and correct answer is written by FAA Legal, who may
contradict individual inspectors and individual FSDO's. I've had one glider
related question reversed in my favor by FAA Legal when two FSDO's gave an
FAR interpretation that seemed incorrect to me. This was as simple as
writing a letter and asking for a clarification.
Most interpretations are sensibly resolved by a FSDO. But if you must,
you can go higher up the chain with occasional surprising results.
Chad Wille