Before we look at the overview of possible pilot licences, let's take a look at the relevant organisations that play a role here. The ICAO and the EASA. These organisations issue pilot licences and define the respective requirements. This is important for the Validity and applicability of the licence.
ICAO and EASA
The ICAO (International Civil Aviation Organisation) More than 190 countries around the world are members and jointly drive the issues forward. The central task of the ICAO is to define standardised regulations for civil aviation and then implement them within the jurisdiction of the various member states.
The ICAO issues guidelines and recommendations for civil aviation, such as the definition of safety regulations, the development of procedures (e.g. approach procedures), requirements for the operation of aircraft, legal regulations and much more. This is regulated in a total of 18 ICAO annexes and also includes the licensing of aviation personnel, which is the subject of this article. The member states of the ICAO - and this includes all EU states, for example - then implement the guidelines in these annexes within the framework of European or respective national laws.
The EASA (European Aviation Safety Agency) is, according to its name, the European Aviation Safety Authority and has its headquarters in Cologne.
It draws up legislation and regulations for air traffic in the EU member states. One example of this is the EU regulation "SERA" (Standardised European Rules of the Air). This includes standardised air traffic rules for the member states, such as airspace, visual flight and instrument flight regulations or definitions of the various flight information and traffic services.
In addition to the EU, other countries such as Switzerland also follow the corresponding EASA regulations and transpose them into national law. The EASA draws up legislation that is divided into different areas called "Part-". In connection with licences, the most relevant is "Part-FCL" (Flight Crew Licensing) (there is a link at the end of the article).
In addition to the ICAO and EASA, there are other organisations that are relevant to global aviation, such as the American aviation authority FAAwhich often sets the pace for innovations and regulations in aviation, or authorities such as the Air traffic control centre Eurocontrol based in Brussels. There are also national aviation authorities such as the Federal Aviation Office (LBA) in Germany, the Federal Office of Civil Aviation (BAZL) in Switzerland and Austro Control in Austria.
They are responsible for implementing the EASA guidelines into national law and take care of issues such as approvals and also the acceptance of theoretical and practical examinations and ultimately the issuing of licences.
In the following, we will now take a closer look at the licences and the respective requirements. The standardised EASA regulations have brought the previously national regulations regarding the licensing of pilots into a common European framework, whereby many things have been regulated and standardised across the EU.
Pilot licences
In the following we want to Overview about the relevant licences for pilots.
We often refer to the aforementioned ICAO and EASA organisations. These are of great relevance here. Licences that are "ICAO-compliant", i.e. comply with ICAO regulations, are valid worldwide or in all countries that are members of the ICAO. If you have acquired an ICAO-compliant licence (e.g. the PPL private pilot licence) in e.g. Germany, Austria or Switzerland, you may fly with an aircraft from the licence issuing country in all ICAO countries worldwide.
Attention: However, in order to fly with an aircraft registered abroad, you still need a licence recognised there.
Specifically: For example, if you have a PPL licence acquired in Germany and fly to the USA with your aircraft registered in Germany, this is possible without any further permits. However, if you are on holiday in the USA and want to charter an aircraft there - i.e. an aircraft that is registered in the USA - this first requires "recognition" of your own PPL licence. We will take a closer look at how this recognition works and what options are available in a separate article.
Incidentally, it is relatively simple for the eurozone thanks to standardised EASA guidelines. Within the EASA countries, no separate recognition is required in the case just described and you can fly freely within the EASA area with a corresponding licence.
In contrast to ICAO-compliant licences, there are EASA-specific licences that are only valid in EASA countries, but not worldwide (worldwide in the sense of ICAO member states). This has consequences, for example, if you want to fly in countries outside the EU, such as the UK or the USA, with a licence that you have acquired in Germany, Austria or Switzerland. This is only possible with ICAO-compliant licences but not with the purely EASA-specific licences. For this reason, we always indicate in the following licences whether it is an ICAO-compliant or "only" an EASA-compliant licence. In addition, there are also licences such as the UL (ultralight aircraft) licence, which are neither ICAO nor EASA compliant, but are regulated nationally.
In addition to the actual licence, i.e. the "driving licence" for a pilot, other authorisations required to operate an aircraft are the Class ratings (so-called class ratings)and - only in certain cases Type ratings (so-called type ratings). These authorisations are based on the licences. In other words: Licences are the basis for being allowed to fly. Once obtained, many licences are valid for life. However, in order to actually be allowed to fly with a specific aircraft, you also need a class rating and, if applicable, a type rating. These are not valid for life, but must be renewed at regular intervals.
Class authorisations indicate the aircraft class with which the pilot is permitted to fly (in the simplest case this is, for example, the class "Single Engine Piston (Land) Aircraft", or SEP (L) - Single Engine Piston (Land)).
Type ratings are required for some complex aircraft types (e.g. type ratings are required for turboprops and jets such as Cessna Citation jets).
Only the combination of licence + class rating or (for some aircraft types) type rating permits the operation of a corresponding aircraft. We will go into more detail about class and type ratings elsewhere.
The relevant licences can basically be divided into aircraft categories (EASA uses the term aircraft when referring to aircraft of any kind in general and aeroplane when referring to the type of aircraft). EASA defines the following categories: Aeroplanes (aeroplanes), helicopters (helicopters), balloons (balloons) and Airships (often colloquially referred to as zeppelins as the founder of this category). There are corresponding licences for each category as listed below.
Category - Aeroplanes
An aeroplane is defined as an aircraft that is heavier than air and generates the necessary lift to fly with non-rotating lifting surfaces. This is the ICAO definition. In the narrower sense of the definition, the ICAO only includes motorised aircraft under its definition of the term. However, we are using the usual extended definition here, which also includes gliders, for example.
As described above, you need a pilot's licence to fly aircraft. Below we list the main licences for aircraft and provide a brief overview of what they entitle the pilot to do.
As we focus on licences for aircraft in the Academy, there are no licences for Each of the licences described for aircraft has its own contributions. There we provide an overview of the respective Requirements, the course of the training, the rights as a pilot with the corresponding licence, as well as requirements for maintaining or renewing the licence.
There is also an article in the Academy in which we present a Step by step provide guidance on which documents, certificates and tests are required and how exactly this is done. procedure from the start to the completion of pilot training.
UL (ultralight) or sports pilot licence
An ultralight aircraft is a small, very light, motorised aircraft with room for a maximum of 2 people.
Valid for Germany (expand)
The ultralight licence (UL), also known as a sports pilot licence, is a national licence and for Germany in the Air Personnel Ordinance regulated.
Valid for Austria (expand)
In Austria, the UL licence is also regulated nationally. The Austrian Aviation Act applies here, whereby the maximum take-off mass (MTOM) for aerodynamically controlled ULs is limited to 472.5 kg with rescue equipment lies. The training and requirements are similar to the German regulations, but differ in details.
Valid for Switzerland (expand)
In the Switzerland microlight aircraft are not subject to the FOCA, but to the Federal Roads Office (FEDRO)as ULs in Switzerland legally not as aircraftbut as Air sports equipment apply. Accordingly, the UL licence in Switzerland is not EASA or ICAO compliant and only applies nationally.
In general, the term "microlight aircraft" is also defined very differently depending on the country. As part of the training and also in the licence itself, a distinction is made between powered paragliders, weight-controlled microlights (trikes), aerodynamically controlled microlights and gyrocopters. As we are focussing on aircraft here, we will go into more detail in the Academy focussing on weight-force and areadynamic-controlled UL aircraft and the corresponding licence acquisition.
With a sport pilot's licence, pilots are permitted to fly UL aircraft that correspond to the type registered on the licence (in the case of aircraft, the licence entitles the holder to fly either aerodynamically or gravity-controlled UL aircraft). Once you have completed the appropriate radio training, you are also authorised to operate in controlled airspaces.
SPL (Sailplane Pilot Licence):
Since the standardisation of national regulations within the framework of the EASA regulations, there is only the SPL gliding licence. Until a few years ago, there was also the LAPL (S) licence. The latter is an EASA but not ICAO-compliant licence with some restrictions compared to the SPL. In the meantime, however, the rules for gliding licences have been transferred to a separate legal framework, the "Part-SFCL". There it is now regulated that there is only the SPL licence. The validity of existing LAPL (S) licences remains unchanged. These licences will then be gradually transferred to the SPL when new licences are issued.
The SPL (in Austria also often called GPL - Glider Pilot Licence; in the Switzerland is the term "Glider pilot licence" usual. Although Switzerland, as a non-EU country, follows not directly to EASAHowever, it has largely adopted the EASA regulations. The Swiss SPL-equivalent licence is also ICAO-compliant and is used in the international Fully recognised.) is ICAO-compliant and therefore valid worldwide within the ICAO area. Once acquired, an SPL licence is valid for life and does not expire.
With an SPL licence, you can be active as PIC on gliders. Touring Motor Glider (TMG) aircraft are a special feature of gliders. These aircraft - also known as touring motor gliders - have the special feature that they are equipped with one or more engines, but behave like a glider when the engine is switched off. For this reason, they are included in the category of gliding licences - with the exception of appropriately equipped microlight aircraft.
Furthermore, not only private flights are permitted with an SPL, but also commercial flights can be carried out with a glider. The following requirements apply for this licence: The pilot must be at least 18 years old and have completed 75 flying hours as PIC or 200 take-offs in a glider or TMG after the licence has been issued. The qualification for commercial use of an SPL must be certified by a test flight.
LAPL (A) (Light Aircraft Pilot Licence):
The LAPL licence is similar to the PPL licence, however the LAPL is not a ICAO-compliant licence and therefore only valid within EASA.
The difference between PPL (A) and LAPL (A) training is essentially a lower number of flight hours required, as some areas - in particular radio navigation - are not or only rudimentarily trained for the LAPL. Accordingly, you can "upgrade" your LAPL licence to a PPL licence at any time by completing the corresponding hours and then taking the practical test (again).
Compared to the PPL licence, the LAPL licence has some restrictions. With an LAPL licence, you are allowed to fly single-engine piston aircraft (SEP) with a maximum speed of Take-off weight (MTOM) of less than 2 tonnes have. Furthermore maximum 3 passengers on board can be taken on board. Before you are allowed to take passengers with you, you must complete 10 flight hours as PIC after obtaining your licence.
PPL (A) (Private Pilot Licence - Airplane):
For non-commercialFor purely private flights with a motorised aircraft, there are the two licences PPL (A) (Private Pilot Licence) and the LAPL (A) (Light Aircraft Pilot Licence), as already briefly described above for the LAPL (A).
The PPL (A) licence is an ICAO-compliant licence and is therefore valid worldwide under the aforementioned conditions. As a PPL pilot, you may act as PIC on motorised aircraft, but without pay. The maximum take-off weight here is 5.7 tonnes. Exceptions to this are work as a flight instructor or trainer, which may be remunerated.
CPL (A) (Commercial Pilot Licence)
To Commercial flights A commercial pilot licence is required to fly as a pilot on motorised aircraft. Compared to the private pilot licences LAPL and PPL, there are higher medical requirements, the training is more extensive and therefore takes longer.
There are three basic ways to complete CPL training. Either (1) you complete an integrated CPL/IR course (IR stands for instrument rating, i.e. an extension that allows you to fly by instrument), or (2) an integrated CPL course (without IR), or (3) you complete modular CPL training. The latter is aimed at pilots who already have previous experience and a PPL licence, for example.
As a CPL pilot, you have all the rights that you also have as an LAPL or PPL licence holder. In addition, you may work as a pilot or co-pilot on commercial flights and therefore fly for remuneration. The rights of the CPL are always linked to the associated class or type rating which must be available for the aircraft to be flown (there is a separate article on class and type ratings).
ATPL (A) (Airline Transport Pilot Licence)
If you want to work as an airline pilot for airlines, you need an ATPL licence. This is even more extensive in terms of theory and practical training than the CPL licence and represents the "highest quality" licence.
As an ATPL pilot, you have all the same rights as an LAPL, PPL or CPL licence holder. In addition, you may work as a pilot or co-pilot on "commercial air transport" flights, i.e. as a Airline pilot. The rights of the ATPL are always linked to the associated class or type rating, which must be available for the aircraft to be flown.
MPL (Multi-Crew Pilot Licence)
The MPL licence is, alongside the CPL and ATPL, a Third commercial pilot licence. The legal framework for the licence was created by the ICAO in 2016 and the first MPL training courses have been available in Germany since 2020. Training may only be offered by flight schools that belong to an airline. The licence was created precisely for them, as it is intended to enable future airline pilots to be trained more quickly. It only authorises pilots to fly aircraft that have a multi-person crew require.
As an MPL pilot, you may only fly aircraft that require a co-pilot. If you want to obtain a licence that allows you to operate single-pilot aircraft - e.g. PPL or CPL - these ratings must be obtained through additional training and examinations.
Category - Helicopter
According to ICAO definition a helicopter is an aircraft that is heavier than air and is carried in flight primarily by the reaction of the air on one or more power-driven rotors on substantially vertical axes.
The following pilot licences are required to fly helicopters:
LAPL (H)
EASA-compliant licence for private helicopter pilots. The (H) stands for helicopter.
PPL (H)
ICAO-compliant licence for private helicopter pilots.
CPL (H)
Commercial pilot licence for helicopters
ATPL (H)
Commercial pilot licence for airliners/line pilots of helicopters.
Category - Balloons
Balloons are aircraft that lighter than air are and no motor drive and their flight through the Use of gas buoyancy or air heating is maintained. The following licences are available for balloon pilots:
LAPL (B)
EASA-compliant licence for private balloon pilots. The (B) stands for balloons.
BPL
ICAO-compliant licence for private balloon pilots.
Category - Airships
PPL (As)
There is only one licence for airships: The PPL (As) is the private pilot licence for airships. The (As) stands for Airships.
Class and type authorisations
As described above, reaches a licence, however, in most cases not fromto be allowed to fly an aeroplane. The LAPL, SPL and BPL licences are an exception to this. No rating is required for these licences (but there are restrictions, e.g. an LAPL (A) licence only entitles the holder to fly aircraft weighing less than two tonnes with a maximum of three passengers). The following applies to all other licences such as PPL, CPL, ATPL and MPL: For the aircraft to be flown requires a corresponding class or type rating in addition to the licence.
EASA divides aircraft of all types into certain classes. For "simpler" aircraft, EASA has defined so-called classes of aircraft. If you have a Class authorisation (class rating) for a class, you are authorised to fly all aircraft that are assigned to this class. For more complex aircraft (e.g. turbopops and jets), a class rating is no longer sufficient. Here you need a Type authorisation (Type Rating), which covers the specifics of the very concrete aircraft type.
Every class rating and every type rating requires training, which varies greatly depending on the rating. While a pilot's licence itself is valid for life, class and type ratings must be be renewed at regular intervals.
As a private pilot, the class rating is particularly important at the beginning. EASA has defined the following classes of aircraft for which a separate rating is required.
- SEP - Single Engine PistonThese are single-engine aeroplanes with piston engines. These include the best-known aircraft that are generally used for training, such as the Cessna 152 or 172 or the Piper PA-28.
- Motorised touring glider - TMG (Touring Motor Glider)
- MEP - Multi Engine PistonThese are multi-engine aeroplanes with piston engines such as the Piper PA44 or the Diamond DA42.
- SEP and MEP are each available with the suffix (land) or (sea) for Land and Seaplanes.
In the vast majority of cases, student pilots will complete their PPL or LAPL training on an SEP aircraft and therefore obtain the licence directly together with the SEP class rating. The SEP class rating must be renewed every 2 years.
Further authorisations
The licences obtained can be Further authorisations and ratings be extended:
- Night flight authorisation for night flights
- Aerobatic licence for aerobatic flights
- Teaching licences for work as a flight instructor
- Instrument rating - IR, CB-IR or BIR - Authorised to fly by instruments
- Mountain flight authorisation for flights in special areas such as mountains or glaciers
- Towing authorisation for towing banners or gliders
- Test flight authorisation to work as a test pilot
We will go into the authorisations mentioned in detail in a separate article.
Summary
When it comes to flight licences, the ICAO and EASA are the two main organisations, define the requirements and criteria for issuing licences. ICAO-compliant licences are valid throughout the ICAO area and therefore effectively worldwide, whereas EASA licences are only valid in the EASA area (Europe and some other countries such as Switzerland).
In addition to the gliding licences, the ultralight or sports licences are also of interest for private motorised flying. PPL and the LAPL. In addition, there are the commercial pilot licences CPL, ATPL and MPL. The pilot licences can be extended by numerous ratings (e.g. night flying, instrument flying).
Many licences require an additional class rating or - in the case of complex aircraft - a type rating. The normal case for private aviation is certainly: You do an LAPL/PPL training e.g. on a Cessna 172 and obtain the licence together with the class rating SEP - Single Engine Piston. This class rating must be renewed every 2 years.
There are many more details and information. This is only intended as an initial overview.