Basics
The LAPL (A) licence is very similar in principle to the Private Pilot Licence (PPL), which we will discuss in another article.
In contrast to the PPL, the LAPL licence has lower requirements with regard to medical fitness (a medical of a "lower" requirement class than the PPL must be obtained) and the training is somewhat shorter.
In return for this simpler purchase, however, the licence is only valid in the EASA area and is not recognised outside this area.
The LAPL licence is also restricted to flying single-engine piston-powered aircraft (Single Engine Piston SEP) or touring motor gliders (TMG) whose Maximum take-off weight 2 tonnes must not be exceeded.
Typical aircraft in this category are the Cessna 152, Cessna 172, Aquila A210, Piper PA-28, Cirrus SR20 and others.
With the LAPL licence, the following may be flown on such light aircraft - after 10 hours as PIC following receipt of the licence a maximum of three passengers can be carried.
The licence is also restricted to visual flight only and you cannot obtain an instrument rating (IR).
Requirements
The minimum age for starting the training programme is 16 years and for the issue of the licence 17 years. There are medical requirements that must be met (keyword medical), as well as a background check (ZÜP) and an extract from the traffic register. We will go into more detail in other articles.
Training programme
The training consists of a theoretical part and a practical part. In addition, the training must include a Proof of general language skills and a radiotelephony certificate (BZF II or BZF I) must be successfully completed (see also our article "Step by step to a licence"). The individual training components must be completed at a certified flying school. We will describe exactly how the training programme works in detail elsewhere. We will therefore only provide an initial overview here.
Theory
The theory part comprises the following modules:
- Air law and ATC procedures (e.g. structuring of airspace, visual flight rules or legal bases for licences and training)
- General aircraft knowledge (e.g. aeronautical science, instruments)
- Flight performance and flight planning (e.g. take-off preparations)
- Human performance (e.g. mental and physical stress)
- Meteorology (e.g. weather development, aviation weather planning)
- Navigation (e.g. terrestrial navigation)
- Operational procedures (e.g. behaviour in emergencies)
- Fundamentals of flying (e.g. aerodynamics)
- Communication (e.g. radiotelephony rules).
In total, the following 100 hours of theory lessons is provided. This can be done in different ways. It does not necessarily mean sitting in a classroom for 100 hours. EASA defines what content must be covered in the training, but the didactic form of teaching is left to the flight schools.
The training is completed with a theory test.
The theoretical training for the LAPL (A) is congruent with the theory for the PPL (A) licence. This theory is therefore fully recognised if you later decide to extend your licence to a PPL (A) licence.
Practice
The practical flight training must:
- from at least 30 flying hours exist
- of which at least 15 hours of flight training with the flight instructor
- and 6 hours solo flight (under the supervision of the instructor)
- of which at least 3 hours solo cross-country flight
- with a solo cross-country flight of at least 150km with landing at another aerodrome.
As part of the training, all elements of a flight are practised, which are then tested in a test flight at the end. The test flight concludes the training.
Recognition of experience
For the theory part
With regard to recognition for the theoretical part of the training, a strict hierarchy applies (hereinafter ATPL, CPL, PPL, LAPL) as described below:
- If an applicant for a pilot licence has successfully completed the theoretical training for the ATPL, CPL or PPL and passed the associated examination, this is complete of the theoretical training for the LAPL. This applies to training in the same aircraft category (in this case, the aeroplane category). This means that no further theoretical training is required for the LAPL licence.
If you want to obtain an LAPL in an aircraft category other than the category in which you obtained your licence (e.g. if you have an LAPL (H) for helicopters and want to obtain an LAPL (A) for aeroplanes), the theory is generally recognised.
However, in this case, dedicated extended theoretical training must be provided depending on the aircraft category. The specifics of the new category will be addressed. At the end of the training, a theoretical test must be successfully completed.
Specific for LAPL (S) pilots with TMG extension only applies that the applicant must demonstrate an "adequate level of theoretical knowledge" of SEP machines, otherwise the LAPL (S) theory training will be fully recognised.
For the practical part
The following options for recognising previous experience apply to practical training:
- If an LAPL (A) applicant has already Experience as PICThese hours can be counted towards the required 30 flying hours. The ATO decides how many hours are credited, depending on the specific flight experience. The following applies: A maximum of 50% of the 30 hours of flight training required for the LAPL may be recognised and recognition can only be given for the 15 hours of flight training with an instructor, but not for the required solo flight hours
If you have an existing LAPL licence and want to upgrade it to a Expand other class of aircraft (e.g. SEP (land) to SEP (sea), i.e. seaplanes), the following applies:
- At least 3 hours of flight training with an instructor in an aircraft of the "new" class, including 10 joint take-offs and landings, as well as 10 solo take-offs and landings under the supervision of the instructor
- Following the training, an exam flight must be successfully completed with an examiner, in which the specifics of the new category are to be discussed. In addition, the examiner should also test theoretical knowledge in the areas of operational procedures, flight performance and planning, as well as aircraft general knowledge.
If you do not want to extend the LAPL privileges to another class of aircraft, but only to a other aircraft type within the same class, there are fewer requirements.
This requires a Differential training ("Difference and Familiarisation Training"). Contents are determined by the ATO. There is no examination, only training with subsequent entry of the completed training in the pilot's logbook by the flight instructor.
Rights as a pilot
As already mentioned above, the LAPL licence has some restrictions compared to the PPL licence.
With an LAPL licence, you can fly single-engine piston aircraft (SEP) with an MTOM of < 2 tonnes and carry a maximum of 3 passengers.
Before you are allowed to take passengers with you, you must 10 flying hours as PIC after obtaining the licence complete.
Flights with passengers on board may only be operated if the pilot has performed at least 3 take-offs and landings in an aircraft of the same type in the last 90 days (or in an appropriate simulator). Passengers may only be carried on night flights if the pilot has completed at least 1 take-off and landing at night in the last 90 days (flying in a simulator is also possible here).
Extension and expansions
The LAPL licence is valid for life.
In contrast to the PPL licence or the commercial pilot licences, no further rating is required for the flight. This is due to the fact that with an LAPL licence, the rights as a pilot are generally limited to SEP aircraft with a maximum take-off weight of 2 tonnes.
Even if the licence itself does not have an expiry date, the following requirements must still be met in order to remain active as a PIC:
- 12 flight hours as PIC must have been completed within the last 24 months, as well as 12 take-offs and landings
- In addition, a refresher training of one hour with a flight instructor must be completed
If you do not fulfil these requirements, you must either take a test flight to "reactivate" your rights, or the missing flying hours or missing take-offs and landings must be made up under the supervision of a flight instructor.
If you compare the training for the LAPL with that for the PPL, the difference is manageable. There is no difference in theory. This means that if you want to "upgrade" to the PPL after completing LAPL training, you do not need to repeat it.
The difference in the practical flight training is essentially 15 flight hours, as some areas - especially radio navigation - are not or only rudimentarily trained in the LAPL.
An LAPL pilot can therefore obtain a PPL licence in a simplified manner: This requires at least 15 additional hours of flight training, including 4 hours of solo flight time and 2 hours of solo cross-country flight of at least 270 km with landings at two other aerodromes).
In order to obtain the PPL licence, a practical test flight must be successfully completed.
As an LAPL pilot you can not acquire the same additional authorisations as a PPL pilot. However, glider pilots can still acquire aerobatic rating, post-flight rating and authorisation for aerotowing as extensions. A class rating for TMGs can also be obtained. The LAPL licence does not per se enable a commercial pilot licence based on it. Of course, the latter can be newly acquired, but unlike the PPL, no LAPL experience is recognised for the commercial pilot licence.
Summary
The LAPL (A) licence entitles the holder to fly single-engine piston-powered aircraft (Single Engine Piston SEP) or touring motor gliders (TMG) whose maximum take-off weight must not exceed 2 tonnes.
The licence is EASA-compliant but not ICAO-compliant and therefore entitles the holder to fly within the EASA area but not worldwide.
The training has lower requirements than the PPL training and can be completed in a shorter time. However, the LAPL licence has some restrictions with regard to the type of aircraft, the number of passengers and also with regard to possible extensions (ratings).
The licence is valid for life, but you must be able to demonstrate appropriate flying experience in order to exercise your rights as a pilot on a permanent basis.
Source references:
EASA FCL