How Coronavirus (COVID-19) affects UK private pilots

During the current crisis, there has been a stream of notices, advice and guidance from the CAA, EASA and pilot organisations. It can be difficult to filter out the specific issues that affect private pilots, i.e. those with PPL, LAPL etc. and also spot what’s missing. It’s very easy to mix these up with derogations for commercial pilots. So I’ve tried to simplify and clarify the key points below. This

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Class 1 Medical Examination

Having undergone the trauma of the EASA CPL (Commercial Pilot Licence) theory exams in order to become a Flight Instructor, it seemed to me to be a smaller step to complete the practical side of the course and attain a full CPL licence. While I am far too old to become an airline pilot, it could open other opportunities including CPL instruction and commercial aspects of General Aviation. To gain

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Adding an EASA Instrument Rating to an FAA 61.75 Pilot Certificate

Most people do this the other way around – training and passing the FAA IR and then adding or converting this onto an EASA licence. Today, that requires taking a skill test including an oral questioning but no theory exams. By contrast, adding the IR onto my “piggyback” FAA pilot certificate involved sitting a theory knowledge test and some paperwork. Better still, there’s: No TSA check No M1 visa requiring

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UK private aircraft avionic equipment requirements

Regulations are coming into force which require UK private aircraft to have improved radios, transponders and other equipment over the coming years. This is a summary of the key dates and capabilities for UK registered aircraft weighing less than 2 tonnes. Transponders Most (but not all) aircraft have a Mode C transponder that transmits a 4 digit squawk code and pressure altitude, allowing them to be seen and plotted by

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LAPL – Light Aircraft Pilot Licence for NPPL pilots

The choice of NPPL and LAPL One of the potential upsides of the transition to EASA pilot licensing is the new LAPL or Light Aircraft Pilot Licence. A LAPL (Light Aircraft Pilot Licence) confers most of the privileges of a full PPL (Private Pilot Licence), but is less costly and slightly easier to obtain (fewer flight training hours required). The medical requirements are less restrictive, so that many former PPL

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EASA IMC, IR(R) and Instrument Ratings for UK private pilots

The rules and regulations concerning the UK private pilot for flying in clouds have several options, and this note is aimed at any UK private pilot with an IMC/IR(R)/IR rating. This is published only as a guide and with no warranty or guarantee of accuracy or completeness. You are strongly recommended to double check what is written below. UK IMC Rating continues indefinitely The IMC rating applies only in UK

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How EASA FCL affects a UK Private Pilot

UK Private Pilot licensing changed on 8 April 2012 when EASA (European Aviation Safety Agency) FCL (Flight Crew Licence) regulations came into force. The intention has been to standardise the rules across Europe, where previously there were many national variations. After a five year transition period, the majority of European private pilots now operate on EASA PPL licences issued by their own country authority. Qualifications/ratings, training courses, exams and skill

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How to get a US FAA PPL Licence based on your UK PPL

Hiring a car when abroad When travelling abroad, you can easily walk into a car hire office and drive off in minutes. All you need is a current driving licence from your home country and a credit card. There’s no need to pass any theory tests, prove that you understand the local traffic laws or even have done any driving recently. But any restrictions on your current licence will apply,

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