US > CDN License link
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US > CDN License link
Here is TC's link and application forms. Does anyone have similar for the FAA?
http://www.tc.gc.ca/CivilAviation/gener ... ersion.htm
http://www.tc.gc.ca/CivilAviation/gener ... ersion.htm
This was the best that I could find. (Nothing specific about the new transfer rules but this will likely still remain as one of the first parts of the process.)
http://www.faa.gov/licenses_certificate ... ification/
http://www.faa.gov/licenses_certificate ... ification/
Many thanks Aeros!Aeros wrote:This was the best that I could find. (Nothing specific about the new transfer rules but this will likely still remain as one of the first parts of the process.)
http://www.faa.gov/licenses_certificate ... ification/
LOL
Spoke with the SEA FSDO and everything they know about the upcoming agreement has been learned from TCs website! Way to go TC. TC 1, FAA 0.
Was told they contacted their HQ in Washington and the reply went something along the lines of "ya thats coming through the pipes..."
Spoke with the SEA FSDO and everything they know about the upcoming agreement has been learned from TCs website! Way to go TC. TC 1, FAA 0.
Was told they contacted their HQ in Washington and the reply went something along the lines of "ya thats coming through the pipes..."

My goal too. The FAA, in Seattle, told me to ask an instructor their advice for a "good" ATP prep book. Then proceeded to tell me "Buy the book, highlight all the right answers, ignore all the rest. Study the book a few times, then go write the exam." Then he mentions "Remember that a question that requires calculating takes more time and amounts to the same mark as the others, so skip those, maybe 14 or so questions, then if you want 100% go back and finish those..."
Straight from the horses mouth.
Anyway I'm not sure if they have this so-called differences exam yet. My question is will the same rules (freedom of information act) apply to this exam, which will really only be seen by non-us citizens?
So as to prepatory books it may be a while...
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Here you go.
http://www.tc.gc.ca/CivilAviation/gener ... ac0601.htm
Bout half way down, you'll see the link to the form you have to send the FAA to "get the ball rolling"
http://www.faa.gov/licenses_certificate ... ification/
http://www.tc.gc.ca/CivilAviation/gener ... ac0601.htm
Bout half way down, you'll see the link to the form you have to send the FAA to "get the ball rolling"
http://www.faa.gov/licenses_certificate ... ification/
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I'm curious to know how the FAA is handing lapsed Canadian IFR's?
Will your IFR need to be current on your license before the FAA will transfer it over?
After all, in the US your IFR doesn't technically "lapse" the way it does in Canada. You need to keep it current on your own; no gov't re-rides.
Will your IFR need to be current on your license before the FAA will transfer it over?
After all, in the US your IFR doesn't technically "lapse" the way it does in Canada. You need to keep it current on your own; no gov't re-rides.
Shot in the dark: If your Cdn Instrument rating is expired, you are therefore no longer the holder of a Cdn Instrument rating, and are not eligible for the conversion to FAA.
Of course, after you have a self-standing FAA pilot certificate with an instrument rating (which never expires) it is up to you to do whatever each country requires to keep the instrument rating on each pilot licence/certificate current, and they are surely allowed to be very different.
For example, if you hold a current Cdn Instrument rating, you could do the conversion to the FAA certificate, then let your Cdn Instrument rating expire, then simply do an BFR/ICT to keep your FAA pilot certificate with it's instrument rating valid.
There can be no dispute that it is FAR easier to keep an FAA instrument rating valid - all you need to do is one approach under the hood in a C712, with an FAA instructor coaching you as required, and your MIFR privileges are renewed for another 2 years on your FAA ticket.
Of course, after you have a self-standing FAA pilot certificate with an instrument rating (which never expires) it is up to you to do whatever each country requires to keep the instrument rating on each pilot licence/certificate current, and they are surely allowed to be very different.
For example, if you hold a current Cdn Instrument rating, you could do the conversion to the FAA certificate, then let your Cdn Instrument rating expire, then simply do an BFR/ICT to keep your FAA pilot certificate with it's instrument rating valid.
There can be no dispute that it is FAR easier to keep an FAA instrument rating valid - all you need to do is one approach under the hood in a C712, with an FAA instructor coaching you as required, and your MIFR privileges are renewed for another 2 years on your FAA ticket.
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Sorry Hedley, wasn't looking to center you out, but thats not true. To fly under IFR (FAA) you must meet recency of experience requirements. In the United States, these recency of experience requirements include six instrument approaches, intercepting and tracking, and holding procedures in the past six months (FAR part 61). If you are missing any of those elements, the FAA gives a grace period of an additional 6 months within which you must go up with a safety pilot and complete your missing items. So, if after 6 months you only have 5 approaches, 1 hold and intercepts and tracks galore, then you only need to get one more approach in before the next 6 months runs out or your IFR ticket lapses.Hedley wrote:Of course, after you have a self-standing FAA pilot certificate with an instrument rating (which never expires)...
If that happens you have to go and re-ride. Hope that clears that up.
Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
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Thanks aileron this http://www.faa.gov/education_research/t ... 8082-2.pdf pdf was useful.
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I just realized my reply was as clear as mud... Sorry guys, the "ride" doesn't have to be done by an inspector. You can do it with a CFII (part 61) or at a part 141 school with an in house check airman.Fline@9 wrote:"If that happens you have to go and re-ride....
Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
Hey! Have they gotten rid of the FAA certificates that "rely" on your foreign licence?
I have an FAA COMM-ASMEL-IA which was issued 10+ years ago on the basis of my Cdn ATPL ... I wonder if it's still valid?
I guess I should study for the FAA ATP "differences" exam, and get an FAA class 1 medical, and get my "self-standing" FAA ATP issued.
I need to find a doctor that can do both Cdn and FAA medicals ... at least we only need to do them once a year, now, for the class 1.
I have an FAA COMM-ASMEL-IA which was issued 10+ years ago on the basis of my Cdn ATPL ... I wonder if it's still valid?
I guess I should study for the FAA ATP "differences" exam, and get an FAA class 1 medical, and get my "self-standing" FAA ATP issued.
I need to find a doctor that can do both Cdn and FAA medicals ... at least we only need to do them once a year, now, for the class 1.
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Your FAA ticket is valid so long as your Canadian ticket is valid and you have at least an FAA class 2 medical that's current.
The FAA requires a ride in a multi engine aircraft for issuance of the ATPL certificate and it's pretty tight on PTS tolerances (ie +/- 50 feet and 5 degrees and so on) so even if you have your Canadian ATP they won't care, you still have to fork out $ and do a oral/written/ride. One Transport inspector I talked to on this subject thought it was because the ICAO community doesn't hold our ATP in very high regard. Canada is the only nation in the ICAO that doesn't do an actual ride in an aircraft for issuance of an ATP. I hate to admit it but I agree with the rest of the world, any boob can be an airline pilot here as long as you pass the writtens. To me that's not right, there should be a ride. I have also heard that is set to change in the near future.
Dr. Gary Mcgee in Richmond Hill (Yonge and hwy 7 area) 905-889-2222 is a great guy. He does FAA/Transport Medicals in the the same sit down and cuts you a break on the price. He is also a pilot so he knows when you're calling it's usually because you needed it done yesterday so he has always been very accomodating to me and all our guys at flightexec and usually can squeeze you in same day.
The FAA requires a ride in a multi engine aircraft for issuance of the ATPL certificate and it's pretty tight on PTS tolerances (ie +/- 50 feet and 5 degrees and so on) so even if you have your Canadian ATP they won't care, you still have to fork out $ and do a oral/written/ride. One Transport inspector I talked to on this subject thought it was because the ICAO community doesn't hold our ATP in very high regard. Canada is the only nation in the ICAO that doesn't do an actual ride in an aircraft for issuance of an ATP. I hate to admit it but I agree with the rest of the world, any boob can be an airline pilot here as long as you pass the writtens. To me that's not right, there should be a ride. I have also heard that is set to change in the near future.
Dr. Gary Mcgee in Richmond Hill (Yonge and hwy 7 area) 905-889-2222 is a great guy. He does FAA/Transport Medicals in the the same sit down and cuts you a break on the price. He is also a pilot so he knows when you're calling it's usually because you needed it done yesterday so he has always been very accomodating to me and all our guys at flightexec and usually can squeeze you in same day.
Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
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aileron wrote:Interesting, or not, "Its out with the old and in with the new". In the past we Canadians could go down and straight transfer our license to a private FAA license. Now you even have to write an exam for the private.
Sorry, Not true.
FAR Part 61 CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS
Subpart B--Aircraft Ratings and Pilot Authorizations
Sec. 61.75
Private pilot certificate issued on the basis of a foreign pilot license.
(a) General. A person who holds a current foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a private pilot certificate with the appropriate ratings when the application is based on the foreign pilot license that meets the requirements of this section.
(b) Certificate issued. A U.S. private pilot certificate that is issued under this section shall specify the person's foreign license number and country of issuance. A person who holds a current foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued a private pilot certificate based on the foreign pilot license without any further showing of proficiency, provided the applicant:
(1) Meets the requirements of this section;
(2) Holds a foreign pilot license that--
(i) Is not under an order of revocation or suspension by the foreign country that issued the foreign pilot license; and
(ii) Does not contain an endorsement stating that the applicant has not met all of the standards of ICAO for that license;
(3) Does not currently hold a U.S. pilot certificate;
(4) Holds a current medical certificate issued under part 67 of this chapter or a current medical certificate issued by the country that issued the person's foreign pilot license; and
(5) Is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(c) Aircraft ratings issued. Aircraft ratings listed on a person's foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that person's U.S. pilot certificate.
(d) Instrument ratings issued. A person who holds an instrument rating on the foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued an instrument rating on a U.S. private pilot certificate provided:
(1) The person's foreign pilot license authorizes instrument privileges;
(2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and
(3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.
(e) Operating privileges and limitations. A person who receives a U.S. private pilot certificate that has been issued under the provisions of this section:
(1) May act as a pilot of a civil aircraft of U.S. registry in accordance with the private pilot privileges authorized by this part;
(2) Is limited to the privileges placed on the certificate by the Administrator;
(3) Is subject to the limitations and restrictions on the person's U.S. certificate and foreign pilot license when exercising the privileges of that U.S. pilot certificate in an aircraft of U.S. registry operating within or outside the United States; and
(4) Shall not exercise the privileges of that U.S. private pilot certificate when the person's foreign pilot license has been revoked or suspended.
(f) Limitation on licenses used as the basis for a U.S. certificate. Only one foreign pilot license may be used as a basis for issuing a U.S. private pilot certificate. The foreign pilot license and medical certification used as a basis for issuing a U.S. private pilot certificate under this section must be in the English language or accompanied by an English language transcription that has been signed by an official or representative of the foreign aviation authority that issued the foreign pilot license.
(g) Limitation placed on a U.S. private pilot certificate. A U.S. private pilot certificate issued under this section is valid only when the holder has the foreign pilot license upon which the issuance of the U.S. private pilot certificate was based in the holder's personal possession or readily accessible in the aircraft.
Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
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I think you're thinking of the security clearance process you go through at the FIZZDO
Last edited by Fline@9 on Wed Dec 06, 2006 10:24 am, edited 1 time in total.
Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
Huh? I thought the whole point of this licence reciprocity thing was that you only had to get a medical and write an abbreviated "differences" exam?even if you have your Canadian ATP they won't care, you still have to ... do a oral/written/ride
Click on:
http://www.tc.gc.ca/CivilAviation/gener ... 01.htm#5_4
which says that under the new rules:
Has this been changed already? Fer chrissakes, it came into effect 1 dec 06, and it's only 6 dec 06!In order for a TCCA ATP licence holder to convert to an FAA ATP certificate, the applicant must meet the following eligibility requirements:
...
Must hold a TCCA Airline Transport Pilot Licence – Aeroplane.
Must pass the written FAA aeronautical knowledge test on air laws and communications.
No additional practical test is required
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No Hedley you're confusing the direction a bit. Going from Transport to FAA you will be issued private (night included in US) instrument at face value. Commercial, multi and multi IFR/ATP require rides.
Going the other way is different (not sure why). Transport will issue private, night, and multi privelages but not instrument at face value. They require rides for the commercial, IFR and ATP.
Going the other way is different (not sure why). Transport will issue private, night, and multi privelages but not instrument at face value. They require rides for the commercial, IFR and ATP.
Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
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Sorry Hedley I didnt finish answering your question. When I came back to Canada this past summer with my FAA tickets, transport said if you want to fly around for fun here you go, they handed me the private/night/multi at the counter. If you want to fly for a paycheque you have to write the inrat and comm exams and do both flight tests. I had to write both the SAMRON and SARON because they only just instituted the differences exam (
) which only requires like you said, the areas different between the 700 series operations we have here versus the part 121/135/91 operations done there. If you're still unclear give Lois Parsons a call at 416-952-0221, shes head of licensing for Ontario. HTH.

Please, no more witty sayings, smug advice, or bitter posts from low timers. Pay your dues. Be patient...
Check out the effective date of this:
http://www.tc.gc.ca/CivilAviation/gener ... ac0601.htm
Again, I'm glad to see that there is no confusion whatsoever on this topic!
http://www.tc.gc.ca/CivilAviation/gener ... ac0601.htm
Again, I'm glad to see that there is no confusion whatsoever on this topic!