TC ATPL -> FAA ATP issues/confusion on the part of the FAA

[opie]

Hi,

My question is this, has anyone else converted a TC ATPL(A) MSELS license to a FAA ATP. If so, which ATP license were you given, multi? and single?

I recently went through all the hoops to convert my Canadian ATPL(A) - MSELS license under the bilateral agreement to a US one. But bottom line I was given an ATP - Multi-Engine ONLY... so I can't rent a single and fly around even though 90% of my hours are in a single, and this totally defeats the purpose of me going through the conversion process.

Foolish me used a FSDO that had never done this process before as they were located close to my brother's house.

At first I was given a ATP Multi & SINGLE engine that also had a sentence about being dependant on my validity and physical presence of my Canadian License. On a call to the FAA on an unrelated matter about a funny limitation on my US Medical, this gentleman caught an error made by the FSDO that the license should NOT be dependant on my Canadian one. He had be rush back to the FSDO office before the end of day.

Now... much confusion ensued, and I want to give full credit to the staff there as they did their best to help me out and interpret/educate themselves on how to policy and instruction documents. In the end, they agreed that it did not make logical sense to limit me to a Multi-Engine only license, but because in the US you can get a ATP - Single Engine (although almost nobody does) and in Canada we do not have this, then they could only give me a ATP Multi-Engine.

I am hoping to approach TC for their help on this if once all the paperwork is processed then the license is still limiting me to multi-engine a/c only.

Thanks,

O.

[Colonel Sanders]

When you do the conversion, the FAA should give
you an ATP-MEL and a COMM-SEL, in the ratings
on the back of the certificate.

Transport does not understand the concept of an
ATP-SEL so the FAA does not grant it to you. Instead
you get a COMM-SEL. If you want, you can do an
ATP-SEL ride after you get your certificate to upgrade
it from COMM-SEL but I'm not really sure why you
would do that.

Don't talk to Transport about this. Talk to the FAA
about this. Refer them to the IPL which explains this.

PS You do NOT want a FAR 61.75 PPL which is issued
on the basis of your ICAO PPL/CPL/ATPL. You want
to convert ATPL to ATP via the IPL.

[Nark]

What does is say on the back of the "certificate?"

This is what mine looks like, which what you should have received (any type ratings you have will show up there as well):


It's my understanding that seaplane "rating" doesn't transfer.

[Colonel Sanders]

It's my understanding that seaplane "rating" doesn't transfer.

Correct - SES and MES class do not transfer. Also, instructor ratings do not
transfer. Wildly different.

Getting back to the OP ... note that Nark has an ATP-MEL and a COMM-SEL
which is what you should have on your FAA ATP pilot certificate (as do I).

[shitdisturber]

It's my understanding that seaplane "rating" doesn't transfer.

Correct - SES and MES class do not transfer. Also, instructor ratings do not
transfer. Wildly different.

Getting back to the OP ... note that Nark has an ATP-MEL and a COMM-SEL
which is what you should have on your FAA ATP pilot certificate (as do I).

Ditto.

[Nark]

The flight instructor process is fundamentally different here in the US. I received Multi, Instrument and Initial in two weeks at one of those fast paced programs.
Floats is an actual "checkride" here. The single and multi are both separate.

I really can't think of a single required use here in the States for an ATP SEL (single engine land).
Keep in mind, if you fly passengers for a Scheduled service in an Apache, you need an ATP. However if you fill it with freight, a Com is good enough.

[opie]

Thanks for all the info guys. This makes great sense to me, and is in fact what they verbally suggested, but they couldn't find in their guidance documents. I will wait and see what arrives in the mail and hope someone catches the error. Otherwise I'll be calling them. Thankfully I have a couple of phone numbers to good contacts.

Much appreciated!

O.

[Cancelgar]

I had a similar issue with the FAA when I converted my TC ATPL to a FAA ATP. I contacted Rochester FSDO and followed FAA Advisory Circular 61-135 correctly.

I ended up being stuck in Miami for work with all my paperwork, so I contacted the Miami FSDO and booked an appointment. When I tried to show up to my appointment, the FSDO said there was a miscommunication on the booking and because they are so busy, only Designated Pilot Examiner are used to convert licenses. I contacted the DPE and he came out, but he said the only license he can issue without a flight test is a PPL which is restricted to TC ATPL. When I asked about the information from the Rochester FSDO, his response was 'in thirty years of doing this, he has never seen a COM or ATP issued without a flight test. Canadian or not.'

Feeling a little defeated and in a rush, I paid the DPE to convert my TC ATPL to a Restricted FAA PPL - Single Land.

When I got back to Canada, I contacted the Rochester FSDO again and told them my Miami story. They politely said that Miami isn't familiar with Canadian applicants and that I could book an appointment with Rochester and they would straighten everything out. Rochester FSDO converted my ATP correctly (ATP Multi Land, Comm Single Land). On top of that, they reissued my useless Restricted PPL and changed it to 'Single and Multi Land and Sea' so that it would make it somewhat useful with my float rating. It's a little confusing though, because I now have two FAA License cards and one of which is tied to my TC medical.

Moral of the story is, book your license conversion in the vicinity of the Canadian border. Every FSDO is able create their own micro policies.

[Jim la Jungle]

Hi,

What did you guys study to write the ATP conversion exam?
Is there somewhere in the Toronto area you can write the exam?

Thanks

[Colonel Sanders]

CYHU

http://www.airrichelieu.com/en/Types-de ... ences.html

[Beefitarian]

I know I ask too many questions colonel. Don't you need a yearly (I think it's actually every second year) flight review of some sort to keep an FAA certificate valid?

I see where it might be nice to do as much as you can from close to your cozy bed but... I would kind of think a person would want to convert so they could fly somewhere else. Seems slightly odd people don't want to go down there to do as much as they can. For me the point of an FAA certificate is (even though I've hard to pause from flying again, I'm very happy with my current Canadian FTU) Overall the US&A seems GA friendlier for the most part. Experimental class allowing much more freedom to fly interesting types you would have difficulty registering in Canada for example.

This is partially because the main airports in my region have grown too big, one basically chased most little planes out. Including forcing the last FTUs to relocate.

[Jack In The Box]

I'd like to chime in with my own question. The ATPL (or ATR as it's known in the US) minimum age is 2 years higher then that of Canada....if I hold a Canadian ATPL but am not yet old enough for the US ATR, will they allow me to do the conversion or would I have to wait? I'm assuming I'll have to wait but I thought I'd put it out there.

[Nark]

Beef,
Yes. You need a review every 2 years. If memory recalls you need a minimum: 1 hour ground and 1 hour flight instruction.
If you fly commercially, your annual (or semi annual as IFR PIC) is good.

J-in-the-B
The Airline Transport Pilot is a certificate, not a rating. A rating would be a multi-engine, or Instructor add-on to your Private, Commercial respectively.
However to answer your question, you must be 23 to obtain an FAA ATP, regardless if you hold a TC at 21.