The US and Cabada have a treaty recognizing each others licenses, so when.I converted my Canadaian license, I did NOT get a piggyback license. I get a standard US PPL. This means I need to maintain two medicals. Thankfully, there is a flight surgeon up the road from me who can issue both a US and Canadian medical certificate.
This video came about a month too late for me… I just converted mine, also having just moved to Texas. I didn’t have the UK night rating but to get round this, I carried out the night training requirements with a US CFI then applied for my piggy back licence afterwards
Great Video Noel 👍🏻. Is your BFR identical to your checkride ? Is there a passing requirement before officially flying as PIC on N-registered aircraft ?
Very informative and timely for me, I've just passed my UK PPL and want to get my FAA licence sorted before I go to the states on holiday next year. Who did you use at East Mids? I'm Leicester based so that would be very handy for me. Thanks!
I used a chap named Adam House. I believe he's still doing it, but check out the Flyer and Pprune forums as both have more recent experiences than mine.
I went through this process a few years ago and got a US private based on my NZ CPL. They did recognize my multi and my instrument rating after I sat the US paper exams. No one really knew how it was done, so it turned out to be quite a painful process. In NZ you are rated on every type of aircraft (e.g. PA28, C172, P68 etc), so it is very unclear whether in the US you can actually fly aircraft that your foreign license doesn't explicitly allow, even with a log book endorsement.
Same in the UK. But in the US over 200hp needs high performance, complex requires an endorsement, tailwheel etc as well. So you can't fly for instance an Arrow or a 182 in the US, until you get your endorsement here.
@@FlyWithNoelPhilips yep, I went through that as well. Lots of odd requirements here. One I remember for the US Commercial was a long distance night cross country.
Great video Noel! Yes definitely a unique experience that’s for sure converting a UK 🇬🇧 CAA PPL license to a U.S. 🇺🇸 PPL here with the FAA seems like a long, difficult and expensive 💵 process for sure! Something I have no knowledge or experience with whatsoever so it was interesting for me to hear about the process and learn it, luckily I never have to have those piggyback issues though! Great insights as always and from one US 🇺🇸 private pilot to another US pilot now CONGRATULATIONS MY FRIEND! 🍾🎊 ✈️ Wishing You Blue Skies & Tailwinds Mate! Hope to see you at OSH 24 I’ll be there! Cheers 🥂 Caleb’s Aviation! 😊
Great video Noel! Last year I got my italian ppl converted here in the US. However, it is still a "foreign based license" and when my italian ppl is going to expire (soon) I don't know.. I can't keep it current since I am flying only here in the US. How did you sort out this problem?
So interesting Noel I love the Piper Cheerokee Can I ask are your future intentions to join a large carrier as a pilot? I think it would bring a smile to all whom know you from your vlogs to suddenly hear "Welcome onboard everyone Im first officer Noel Philips... Good luck with whatever path you choose
Thank you - I'm planning to go on to do my commercial, but I don't plan to work for the airlines It would be nice to have it should I ever need to look into that as a career.
I had an N regn airplane in the UK and went to the States to do my IR. I decided it was best to go for a full FAA certificate than take the piggy-back route in which event I did the FAA Commercial certificate rather than just the PPL whilst I was there. The AME I used in the UK was able to issue both medicals from one visit (just additional cost IIRC) and then I was good to go. The FAA tests (practical and written) were all done in the States. The commercial was a breeze and great fun to do. The IR more of a challenge in the limited time of my trip but I benefitted from that by then having completely stand alone FAA cerificates. Matter of choice really but having flown much in the UK already and with good currency at the time, I was correctly told that my experience level wold put me in good stead for the tests - and it did. There was one other point that ISTR impacted on the decisions at the time. Using my own N airplane for IFR trips across Europe the piggy-back one would not have worked well in that scenario. Perhaps things have changed since? I had a flying buddy who also did the same thing at about the same time. Worth checking it out before hand to make the right choices.
I'm finding my IR(R) knowledge is really helping with my IR. I've done 6 hours with an instructor here but am only 9 hours short of total instrument time required, and am finding I'm able to do things like fly an ILS pretty well and without much instructor input. However come the test day things might be different 😅
@@FlyWithNoelPhilips you'll be surprised Noel. The examiner will suss out very quickly your ability leveldown to even who instructed you. Happened with my commercial as well.
@WingC3 I stopped filling in my paper logbook and converted it all to ForeFlight American format, so I just update ForeFlight now. My UK logbook ends on my last flight in the UK.
@@FlyWithNoelPhilips And if you flew in the UK, you’d just pick up where you left off in your UK logbook, or would you carry across your US hour totals?
great info - I checked this out with a Chicago and san Diego school last year and it was pretty much starting from scratch with them no mention of a piggy back option ( maybe just marketing for the bucks ) are there any advantages to getting a full ppl over a piggy back really? ( assuming they don't revoke the piggy back)
Thank you - yep a piggyback license is all you need to fly here. It has the same privileges as a standalone PPL. I don't think there's any advantages, unless like you say - they ever change it so you can't use it.
Actually I did it both ways. My first one was back in 2002 when communications were not so easy and I think I submitted it by fax. I then met a DPE in Kissimmee in Florida who charged about 50 USD. Then the Philippines changed the number on my license so I had to do it again this time at the Las Vegas FSDO which was easy. I did exactly what you did and got "Instrument Airplane - US Test Passed" endorsed on mine. There are one or two pitfalls such as you must mention the FSDO where you want to go or where the DPE is connected to as the letter must be on file with them. No limit to how many you mention so puit lots on it. You dont actually need the letter in your personal possession but it must be at the FSDO and it must be withing 6 months of the date of issue. Every time you do another rating there must be a valid letter even a new one at the FSDO. Another thing to note is that when you go for an FAA standalone certificate (not license) you can apply at whatever level you want. I went straight to ATP from Philippines Commercial and Instrument. All you must do is ensure you meet the FAA requirements for the license. And now I have both. Apparently the Foreign based one is still valid as it still shows up in the FAA database. One useful thing to note for people that go to AirVenture is that the Milwaukee FSDO has an outpost there in the FAA building which is very handy and they are very pleasant folks. Last but not least it is important to note that you cannot act as PIC until you have a current Flight Review. Great video and very informative. I am now an FAA CFI based in the Philippines and I get asked this sort stuff regularly. Keep up the good work ! I must admit to being shocked at what that DPE charged ! @@FlyWithNoelPhilips
I think it depends on the state. North Texas FSDO specifically says they won’t deal with foreign licence verification/ conversion and you must contact a DPE
@@Ghak94 yup as I sure you know, but as some of our foreign brethren may not, different FSDOs in the US can have wildly different practices and “rules” on all sorts of topics.
Are you suggesting Canadians are simple? 🤔 On a serious note, FlightChops' channel does a lot of cross-border US/Canada general aviation stuff. I don't think it's too complicated. (Probably more simple than a US/UK conversion.
@@FlyWithNoelPhilips Thanks, I’m planning on applying for the HCAP Scholarship in the U.K. and if I did get the license I would probably get a piggyback for the US because I visit frequently!
I'm planning to do my commercial once I've done my instrument, but purely to keep on learning. I don't actually plan to go to the airlines but it would be nice to have the option to look into that should I ever wish to, or at least the option to look into flying private jets should that be a path I wish to pursue.
![[DRIP] ‘Love, Maybe’ PREVIEW](http://i.ytimg.com/vi/U7hwHp95m1k/mqdefault.jpg)
Cheers for the guidance Noel! Applied for my UK PPL to FAA verification this week and it took a grand total of 3days to complete the process, result!😆
It's good to have an FAA in Europe as well as a lot of privately owned aircraft are N-Registered for obvious reasons.
Agreed! Although I'm not sure on the rules regarding an N reg in the UK, I believe in UK airspace a UK PPL might suffice but I'm not entirely sure.
The US and Cabada have a treaty recognizing each others licenses, so when.I converted my Canadaian license, I did NOT get a piggyback license. I get a standard US PPL. This means I need to maintain two medicals. Thankfully, there is a flight surgeon up the road from me who can issue both a US and Canadian medical certificate.
This video came about a month too late for me… I just converted mine, also having just moved to Texas. I didn’t have the UK night rating but to get round this, I carried out the night training requirements with a US CFI then applied for my piggy back licence afterwards
Great Video Noel 👍🏻. Is your BFR identical to your checkride ? Is there a passing requirement before officially flying as PIC on N-registered aircraft ?
Wow brilliant video and super helpful, thanks Noel.
My pleasure! Glad it was helpful.
Great information thanks.
Very informative and timely for me, I've just passed my UK PPL and want to get my FAA licence sorted before I go to the states on holiday next year.
Who did you use at East Mids? I'm Leicester based so that would be very handy for me.
Thanks!
I used a chap named Adam House. I believe he's still doing it, but check out the Flyer and Pprune forums as both have more recent experiences than mine.
@@FlyWithNoelPhilips thanks!
I went through this process a few years ago and got a US private based on my NZ CPL. They did recognize my multi and my instrument rating after I sat the US paper exams. No one really knew how it was done, so it turned out to be quite a painful process. In NZ you are rated on every type of aircraft (e.g. PA28, C172, P68 etc), so it is very unclear whether in the US you can actually fly aircraft that your foreign license doesn't explicitly allow, even with a log book endorsement.
Same in the UK. But in the US over 200hp needs high performance, complex requires an endorsement, tailwheel etc as well. So you can't fly for instance an Arrow or a 182 in the US, until you get your endorsement here.
@@FlyWithNoelPhilips yep, I went through that as well. Lots of odd requirements here. One I remember for the US Commercial was a long distance night cross country.
Great video Noel! Yes definitely a unique experience that’s for sure converting a UK 🇬🇧 CAA PPL license to a U.S. 🇺🇸 PPL here with the FAA seems like a long, difficult and expensive 💵 process for sure! Something I have no knowledge or experience with whatsoever so it was interesting for me to hear about the process and learn it, luckily I never have to have those piggyback issues though! Great insights as always and from one US 🇺🇸 private pilot to another US pilot now CONGRATULATIONS MY FRIEND! 🍾🎊 ✈️ Wishing You Blue Skies & Tailwinds Mate!
Hope to see you at OSH 24 I’ll be there!
Cheers 🥂
Caleb’s Aviation! 😊
Cheers Caleb, it's a drawn out process but once it's done, it's done and means you can fly on both sides of the pond.
Great video Noel! Last year I got my italian ppl converted here in the US. However, it is still a "foreign based license" and when my italian ppl is going to expire (soon) I don't know.. I can't keep it current since I am flying only here in the US. How did you sort out this problem?
So interesting Noel
I love the Piper Cheerokee
Can I ask are your future intentions to join a large carrier as a pilot?
I think it would bring a smile to all whom know you from your vlogs to suddenly hear "Welcome onboard everyone Im first officer Noel Philips...
Good luck with whatever path you choose
Thank you - I'm planning to go on to do my commercial, but I don't plan to work for the airlines It would be nice to have it should I ever need to look into that as a career.
I had an N regn airplane in the UK and went to the States to do my IR. I decided it was best to go for a full FAA certificate than take the piggy-back route in which event I did the FAA Commercial certificate rather than just the PPL whilst I was there. The AME I used in the UK was able to issue both medicals from one visit (just additional cost IIRC) and then I was good to go. The FAA tests (practical and written) were all done in the States. The commercial was a breeze and great fun to do. The IR more of a challenge in the limited time of my trip but I benefitted from that by then having completely stand alone FAA cerificates.
Matter of choice really but having flown much in the UK already and with good currency at the time, I was correctly told that my experience level wold put me in good stead for the tests - and it did.
There was one other point that ISTR impacted on the decisions at the time. Using my own N airplane for IFR trips across Europe the piggy-back one would not have worked well in that scenario. Perhaps things have changed since? I had a flying buddy who also did the same thing at about the same time.
Worth checking it out before hand to make the right choices.
I'm finding my IR(R) knowledge is really helping with my IR. I've done 6 hours with an instructor here but am only 9 hours short of total instrument time required, and am finding I'm able to do things like fly an ILS pretty well and without much instructor input. However come the test day things might be different 😅
@@FlyWithNoelPhilips you'll be surprised Noel. The examiner will suss out very quickly your ability leveldown to even who instructed you. Happened with my commercial as well.
@@FlyWithNoelPhilips How do you log your time now? Same logbook? Separate?
@WingC3 I stopped filling in my paper logbook and converted it all to ForeFlight American format, so I just update ForeFlight now. My UK logbook ends on my last flight in the UK.
@@FlyWithNoelPhilips And if you flew in the UK, you’d just pick up where you left off in your UK logbook, or would you carry across your US hour totals?
Good info, thanks Noel!
Glad it was helpful!
great info - I checked this out with a Chicago and san Diego school last year and it was pretty much starting from scratch with them no mention of a piggy back option ( maybe just marketing for the bucks ) are there any advantages to getting a full ppl over a piggy back really? ( assuming they don't revoke the piggy back)
Thank you - yep a piggyback license is all you need to fly here. It has the same privileges as a standalone PPL. I don't think there's any advantages, unless like you say - they ever change it so you can't use it.
My Dad had a PPL while growing up - had no idea wasn't "normal". Should've known u had urs 😊 My last name is Philipps..2 p's not in a pod! ❤
You dont have to go to a DPE. You can do it at a FSDO and it doesnt cost anything ! And its not called a BFR any more, it is called a Flight Review.
Thank you Liam. I think I went the DPE route because I was in the UK at the time.
Actually I did it both ways. My first one was back in 2002 when communications were not so easy and I think I submitted it by fax. I then met a DPE in Kissimmee in Florida who charged about 50 USD. Then the Philippines changed the number on my license so I had to do it again this time at the Las Vegas FSDO which was easy. I did exactly what you did and got "Instrument Airplane - US Test Passed" endorsed on mine. There are one or two pitfalls such as you must mention the FSDO where you want to go or where the DPE is connected to as the letter must be on file with them. No limit to how many you mention so puit lots on it. You dont actually need the letter in your personal possession but it must be at the FSDO and it must be withing 6 months of the date of issue. Every time you do another rating there must be a valid letter even a new one at the FSDO. Another thing to note is that when you go for an FAA standalone certificate (not license) you can apply at whatever level you want. I went straight to ATP from Philippines Commercial and Instrument. All you must do is ensure you meet the FAA requirements for the license. And now I have both. Apparently the Foreign based one is still valid as it still shows up in the FAA database.
One useful thing to note for people that go to AirVenture is that the Milwaukee FSDO has an outpost there in the FAA building which is very handy and they are very pleasant folks. Last but not least it is important to note that you cannot act as PIC until you have a current Flight Review. Great video and very informative. I am now an FAA CFI based in the Philippines and I get asked this sort stuff regularly.
Keep up the good work ! I must admit to being shocked at what that DPE charged !
@@FlyWithNoelPhilips
I think it depends on the state. North Texas FSDO specifically says they won’t deal with foreign licence verification/ conversion and you must contact a DPE
@@Ghak94 yup as I sure you know, but as some of our foreign brethren may not, different FSDOs in the US can have wildly different practices and “rules” on all sorts of topics.
We know its not called that anymore, but everyone still calls iT a BFR.
What do they check you for in medical? Like blood work?
A big plus is you dont have to deal with the AFSP TSA !
Only when it’s time to do extra ratings (ask me how I know 😭)
Oh wow that complicated I don’t know if I could do something like that since I live in Canada
Are you suggesting Canadians are simple? 🤔 On a serious note, FlightChops' channel does a lot of cross-border US/Canada general aviation stuff. I don't think it's too complicated. (Probably more simple than a US/UK conversion.
Noel don't tell the FAA a process is easy and straightforward, if they find out they'll be sure to muck it all up! lol
As the joke goes, the FAA motto is: We're not happy until you're not happy.
Hello
When in Europe I can find FAA examination for conversion ICAO license to FAA PPL?
in the UK do you still need to pass a written exam followed up with the practical test? oral and flight portion? just wondering.
No just practical, the oral section is assumed to be done during your 10 groundschool exams
I want my australian casa PPL to FAA PPL
Can I keep my U.K. ppl if I convert to FAA, So I can fly in both the U.K. and US?
Absolutely. Either with piggyback license or if you get a full FAA PPL - you just need to keep your SEP current (or renew it when you go back).
@@FlyWithNoelPhilips Thanks, I’m planning on applying for the HCAP Scholarship in the U.K. and if I did get the license I would probably get a piggyback for the US because I visit frequently!
Are you going to get a jet commercial pilots license?
I'm planning to do my commercial once I've done my instrument, but purely to keep on learning. I don't actually plan to go to the airlines but it would be nice to have the option to look into that should I ever wish to, or at least the option to look into flying private jets should that be a path I wish to pursue.
@@FlyWithNoelPhilipswe need more pilots. But I would consider getting A&P license to save money on maintenance
First! 🤓😂
no one cares
@@Tyleraviator99 Well aren’t you a ray of sunshine. ☀️
I care! @zerothreedelta beat me for a change!
awful elevator music.
It’s likely TH-cam safe music. Better this music than get a video taken down because of a copyright violation claim.