Self fly hire in the US

In article , Robert M. Gary i
wrote:
rating in the U.K.? Is it true you need to have an ATP to fly real IFR
in the U.K. in a U.K. registered aircraft?

No. But a full instrument rating is unnecessarily difficult - it's far
easier just to get an FAA license and have your aircraft N-registered.

Unfortunately, it's another case of so-called safety rules actually
reducing safety.

--
Dylan Smith, Castletown, Isle of Man
Flying: http://www.dylansmith.net
Frontier Elite Universe: http://www.alioth.net
"Maintain thine airspeed, lest the ground come up and smite thee"

"Tony Cox" wrote in message
hlink.net...
"S Green" wrote in message
...

"Tony Cox" wrote in message
hlink.net...

Where do you get the bit about recommending getting a B-2? You
realize what a complete pain in the neck this is these days, don't
you?
Why make it more complicated?

Read further up this post, the info came from the US embassy. As I say
if
in
doubt write to them yourself. The advice in the link was posted in Feb
2003,
the advice from the US embassy was January 2004

Well, that information is completely different from the info
in the link you told people to read if in doubt. There it
says "If you are coming to hour build or a flying
holiday and have a FAA Licence or an FAA licence
issued on the basis of your Foreign Licence, you
can enter the country on a Visa Waiver and fly as
long as you meet the F.A.R.s. (BFR, Medical, etc.)"

Since Nigel has an FAA license, plans to do a little
flying, and will meet the BFR/Medical requirements,
he doesn't need a visa, according to that advice.

He doesn't plan any flight training, so he doesn't need
a student visa. Still, having been myself at the wrong
end of the INS idiots from time to time, when entering
he'd be best to just say he's coming on holiday. I very
much doubt that the immigration officer would specifically
demand to know if he was planning a _flying_ holiday.
Why should they, unless he tries to clear customs with
David Clarks on his head?

Security wise, the man's got an FAA license, which means he
is 'known' to the authorities here. If he was a terrorist, he'd
have had his license suspended. Of course, the subtleties
of this are no doubt lost on the INS or whatever they are
called these days.


At the end of the day you can choose to take the advice or not it is up
to
you.

It's not clear what your advice is, since the link you provided and the
answer from the embassy disagree.

The link was Feb 2003 and said that the Feds were yhinking about changes to
the Visa waiver. The embassy advice was 2004, looks like they are beginning
to think about it a bit more.

The point is that the situation seems to be constantly changing so if in ANY
doubt, contact the embassy for the latest position.

"Sylvain" wrote in message
om...
"Steve Foley" wrote in message
You may not have a US certificate anymore, you'll need to check.

A friend of mine had a US certificate based (PP-ASEL) on a UK PPL. He
made
an appointment for an IFR checkride and was told that all certs based on
foreign licenses had been revoked. He had to take the PP and IR
checkride
the same day.

someone was pulling your friend's leg.

I happen to have both, i.e., a private certificate established on the
basis of a foreign licence (under 14 CFR 61.75), and a commercial
certificate I later earned here (in California) -- having both is
possible
because I obtained the FAA commercial certificate *after* getting the
private certificate under 61.75 and it contains a glider rating that I do
not have on my commercial certificate (yet! :-); the specifics are
spelled out in 14 CFR 61.75(b)(3) (check out how it is worded!), as well
as the "Pilot Examiner's Handbook", Order 8710.3C, paragraph 53.H.2,
pp.5-16);

anyway, certificates issued under 61.75 have not, to my knowledge,
been revoked (unless your friend benefits from special considerations
so to speak);

The only way they will have been revoked is if the licence number of the
foreign licence has changed. The 61.75 certificate refers to the foreign
certificate.
Many European licence numbers including the UK have changed as a result of
the JAA changes. If the number has changed then the FAA 61.75 needs to be re
issued. To do this, then one has to go through the verification process.

http://www.faa.gov/avr/afs/flightinstruction/index.cfm

There is a FAA FAQ which is very clear on this matter extract below:

QUESTION: My question involves whether the procedures set forth in Notice
8700.15 apply to this German citizen who currently holds a § 61.75 private
pilot certificate that lists the license number of his old German pilot
license. His new German pilot license has a different number. The person
wants to correct his § 61.75 private pilot certificate and have it reissued
to reflect the license number of his new German pilot license. Do the
application requirements and procedures set forth in Notice 8700.15 apply?



ANSWER: Ref. § 61.75(a) and (b)(2) and FAA Notice 8700.15, Page 10,
paragraph 4. S(1); Yes, the application requirements and procedures set
forth in FAA Notice 8700.15 apply even if the application is for a
re-issuance of a § 61.75 private pilot certificate on account of a numbering
change in the person's foreign pilot license. The basis for my answer is
predicated on paragraph 4. S(1) in FAA Notice 8700.15 where it states ". .
..A person who is applying for a U.S. pilot certificate/rating on the basis
of a foreign license must be informed that he or she should try to pre-apply
for that pilot certificate at least 60 days before arriving at the
designated FAA FSDO where the applicant expects to receive the U.S. pilot
certificate . . ."



Additionally, paragraph 3 ("Applicability") in FAA Notice 8700.15
establishes that FAA Notice 8700.15 applies to the issuance of ". . . U.S.
pilot certificates and ratings to persons who apply on the basis of their
foreign pilot licenses . . ."



So, in effect, the person ". . . is applying for a U.S. pilot
certificate/ratings on the basis of a foreign license . . ." [i.e.,
paragraph 4. S(1) in FAA Notice 8700.15] when the person makes application
for a U.S. pilot certificate on account of a numbering change in his/her
foreign pilot license.



In a review of this question with Emily White, FAA Flight Standards'
International Liaison Staff, AFS-50, she further verified the answer as she
stated:



"This is how we have been treating the issuance of § 61.75 pilot
certificates before the need to verify the authenticity of foreign pilot
licenses. With the introduction of JAR-FCL in Europe, some of the countries
had to issue new pilot license numbers to their airmen. In those cases, we
and the foreign civil aviation authority have determined it is a new
underlying foreign pilot license and thus the § 61.75 pilot certificate on
which the foreign pilot license was based was no longer valid. Thus, they
need to get a new § 61.75 pilot certificate based on their "new" foreign
pilot license."

{Q&A-522}


The same group of FAQs make it clear that if you want to add a rating to a
61.75 certificate you must present the valid verification letter to the DPE.
If there is no valid verification letter, then the only route is to get an
unrestricted private certificate and comply with the Part 61 requirements.
The likelihood is that most JAA licences do (night flying the only problem)
and then add the instrument certificate. Ie doing boths tests in short
order.

Question: Do the procedures set forth in FAA Notice 8700.15 apply to persons
who are applying for a U.S. pilot certificate/rating(s) and are not applying
on the basis of their foreign pilot license?



Answer: No, The procedures set forth in FAA Notice 8700.15 do not apply to
a person who is applying for a U.S. pilot certificate/rating(s) and is not
applying on the basis of their foreign pilot license. A person who is
applying for a U.S. pilot certificate/rating(s) on the basis of meeting the
appropriate Part 61 certification requirements and is not using their
foreign pilot license as the basis for the application then that person need
not comply with the procedures set forth in FAA Notice 8700.15. However,
this answer may be subject to change in the future because the
Transportation Security Agency is constantly requiring the FAA to make
changes on the basis of National security. At this time there are several
proposals under consideration that may require the FAA to change its
application and certification process for non-U.S. citizens. The United
States is at war and have been ever since September 11, 2001, so we may need
to revise our policies and procedures in the future in the interest of
National security. If there needs to be a change to our application and
certification process for non-U.S. citizens, the Airmen Certification
Branch, AFS-760 and the Certification Branch, AFS-840 are the responsible
offices for notifying you.



Hope this is helpful for the full FAQ I suggest you go he



http://www.faa.gov/AVR/AFS/AFS800/DOCS/pt61FAQ.doc

"S Green" wrote in message

The only way they will have been revoked is if the licence number of the
foreign licence has changed. The 61.75 certificate refers to the foreign
certificate.
Many European licence numbers including the UK have changed as a result of
the JAA changes. If the number has changed then the FAA 61.75 needs to be re
issued. To do this, then one has to go through the verification process.

I did hear the same rumor at the time and did call the CAA in Gatwick to
find out (since my foreign license is British); there was no change in
numbers of licenses due to the JAA changes (the last change in licenses
numbers the nice lady I talked to was aware of was way older than that);
so this is definitely not the case.

what might happen however, is if someone holding a British (or other
JAA country) license did chose to exchange it for a JAR one, then the
number would have indeed changed (plus a number of annoying side effects,
such as having a license which now expires as opposed to the good ol' PPL(A)
which was basically valid forever unless surrendered or revoked a bit like
the FAA certificates are; i.e., valid doesn't necessarily mean current,
but 61.75 only requires the foreign license to be valid, but I am digressing
again here);

--Sylvain

"Sylvain" wrote in message
om...
"S Green" wrote in message

The only way they will have been revoked is if the licence number of the
foreign licence has changed. The 61.75 certificate refers to the foreign
certificate.
Many European licence numbers including the UK have changed as a result
of
the JAA changes. If the number has changed then the FAA 61.75 needs to
be re
issued. To do this, then one has to go through the verification process.

I did hear the same rumor at the time and did call the CAA in Gatwick to
find out (since my foreign license is British); there was no change in
numbers of licenses due to the JAA changes (the last change in licenses
numbers the nice lady I talked to was aware of was way older than that);
so this is definitely not the case.

what might happen however, is if someone holding a British (or other
JAA country) license did chose to exchange it for a JAR one, then the
number would have indeed changed (plus a number of annoying side effects,
such as having a license which now expires as opposed to the good ol'
PPL(A)
which was basically valid forever unless surrendered or revoked a bit like
the FAA certificates are; i.e., valid doesn't necessarily mean current,
but 61.75 only requires the foreign license to be valid, but I am
digressing
again here);

--Sylvain

What happens is that if you have an old brown licence Pre 1994 and tell the
CAA you have moved or got a new rating, then you get a nice new white paper
bundle and the licence number is different based on the old medical
reference.

It sort of creeps up on you.

"S Green" wrote in message
What happens is that if you have an old brown licence Pre 1994 and tell the
CAA you have moved or got a new rating, then you get a nice new white paper
bundle and the licence number is different based on the old medical
reference.

It sort of creeps up on you.

ok, I understand now. I religiously refrained from doing anything
that might modify my British PPL(A) -- such as adding ratings which
I believe I could have done -- just worrying about something like that
(and the fact that the CAA requires you to send your original logbook(s)
-- copies won't do, even notarized -- and license over to them in order
to do anything); moving however never was a problem (did it a couple of
times); I will probably apply for a JAR license by exchanging
my good ol' PPL(A) eventually (as soon as I no longer have any dependency
upon it; digressing again, the weird thing is that the only dependency
left is my glider rating even though there was no such thing in UK at the
time, but that's a different story altogether :-)))

--Sylvain