EASA to FAA Conversion via TIP-L

Published: 23rd June 2026

This article outlines how I converted my EASA licence to an FAA Private + Instrument Rating using the EASA TIP-L. This process is different to a 61.75 "piggyback" licence in that the applicant ends up holding a standalone FAA licence, completely independent of the original EASA licence.

In June 2026, I visited Fort Lauderdale, Florida with a view to converting my EASA (IAA) Licence to a FAA Private + Instrument Rating. Broadly speaking, these are the steps to be followed:

Obtain an FAA Medical. A Third Class is the minimum.
Complete the licence verification process. This is done by submitting Form AC 8060-71 via IACRA. I also submitted ECON.ADMIN.F.120 to the IAA.
Study for and pass the Private Pilot Airplane EU Part-FCL Conversion ("PEP") written exam. To obtain an Instrument Rating, also pass the Instrument Rating Airplane EU Part-FCL Conversion ("IEP") written exam.
Complete a Flight Review with an FAA CFI. This must be completed in the United States.
Complete an Instrument Proficiency Check with an FAA CFII. This must be completed in the United States.
Visit a FSDO or DPE to process the paperwork and receive a temporary certificate.

Written Exams

I used the ASA Prepware iOS apps to study. Each exam is 40 questions with 70% required to pass. Book the exams via the PSI Website and sit them at any PSI exam centre. Each exam is $175 which is paid online when booking. At the time of writing, there are no FAA exam centres in Europe that are accessible by members of the public.

I used the centre at American Flyers at Pompano Beach (PMP) who made the process very straightforward even though they hadn't seen the PEP/IEP exams before. Do check the Airman Knowledge Testing Matrix and ensure you present appropriate ID to take the test.

The ASA Private app was representative of the real exam. The Instrument app less so, but it was still adeqaute. I'd always advise learning the material rather than trying to question spot. Some of the practice questions involved use of a CX-3 Flight Computer. I suggest not purchasing one - ASA provide a free on-screen one here while studying. During the exam itself an electronic one is available.

Flight Review and IPC

I looked at flight schools and rental companies across Florida, and settled on High Speed Aviation Flying Club at Fort Lauderdale Executive (FXE). They have 5 Cessna 172s, some of which feature full glass cockpits. I flew a mixture of G3X Touch and GI275 setups. They use an online scheduler for the planes and CFIs which keeps things simple.

During the Flight Review, we focussed on VFR flying in the US. For the IPC, we flew the required items with approaches at 3 different airports including a circle to land. Once complete, the CFI gave the neccessary logbook endorsements to present to the FSDO/DPE.

I genuinely recommend High Speed Aviation. There are no enrolement fees or monthly dues. Rental rates vary, drop them an email for the latest.

DPE

I arranged to meet Michelle Melendez near Opa-Locka Airport. Her contact details are available via the Designee Management System. The appointment took 30 minutes to complete and I walked away with a temporary certificate, ready to fly straight away. The plastic card licence should follow from Oklahoma within 120 days.

Rental

I'd organised to rent after the checkout and spent 2 days flying VFR and IFR around Florida. I flew out to Marathon (MTH) and Page Field (FMY) making the most of flying early in the day before any storms set in.

General Points

I was in Miami for a week. Flights were approximately £700. An Airbnb in Oakland Park cost about £600 and a hire car was another £275 (and highly recommended for getting around!). There are a lot of toll roads around Miami, get a Sunpass transponder when you arrive to save some cash.

Summary

This was a trip I'd wanted to make since COVID times, and a change of circumstances at work made it possible. Converting to a standalone FAA licence means I can exercise privileges on an N-registered aircraft wherever in the world it is. The process was straightforward enough, but it's worth finding a CFI and DPE familiar with it. A few organisations I contacted insisted I needed to complete 3 hours training plus a checkride, or use the more established 61.75 "piggyback" option. The EASA TIP-L conversion is newer, but has now been in place since 2021 and is outlined in AC 61-143. There's a chance I'll do the FAA Commercial in future, further qualifications will build on the standalone licence.