Step by step to a private pilot licence

The following licences, which are regulated by the ICAO or EASA, can be subsumed under the collective term "pilot licence for aircraft": The gliding licence SPL, or for motorised aircraft the SPL with TMG (Touring Motor Glider), the private pilot licences PPL (A) or LAPL (A), as well as the commercial pilot licences CPL, ATPL and MPL. There is also the Sport Pilot Licence - also known as the Ultralight (UL) licence - which is regulated on a national basis.  

In the following, we will discuss the requirements for such a licence and the exact steps involved, from the start of training through to completion.  

These steps are laid down in the EASA guidelines as well as in the respective national laws. In Germany, this is the "Ordinance on Aviation Personnel".

​Prerequisites 

At the beginning of the training programme, you need to choose a flight school. This requires an ATO or DTO - an Approved or Declared Training Organisation, i.e. an organisation that is approved for flight training. This can be a large flying school or a small flying club that also offers training. We dedicate a separate article to the topic of "flight schools". 

The following basic requirements must be met in order to begin flight training: 

1. The required minimum age must be met 

2. The applicant must be deemed "suitable" 

3. There are no facts that make the applicant appear unreliable 

4. If the applicant is a minor, the legal representative must give their consent 

We will go into these individual points below. 

​The minimum age, to start the training depends on the type of licence to be obtained. The following applies: 

• 14 years for gliding, 
• 16 years for private pilot licences (UL, LAPL, PPL) 
• 17 years for commercial pilot licences (CPL, ATPL, MPL) 

You can therefore start training at this age. The minimum age for obtaining a licence is  

• 16 years for gliding licences (18 years for commercial passenger transport) 
• 17 years for private pilot licences (PPL, LAPL, UL), gliding with class rating for touring motor gliders (TMG) 
• 18 years for commercial pilots (CPL, MPL) 
• 21 years for commercial pilots (ATPL) 

​The suitability here refers to medical fitness and is summarised in aviation under the term "medical". We dedicate a separate article to this topic. But first things first: 

In order to be able to start training, an authorised aviation physician must certify the necessary medical fitness. There are three medical fitness classes: 

• Class LAPL 
  • Medical required to obtain an LAPL licence 
  • An LAPL medical is also required for an UL licence if the aircraft exceeds a maximum permitted empty weight of 120 kg (colour safety must also be ensured for a night flight authorisation in all cases). 
  • Medical required for the SPL if no commercial flight operations are planned 
• Class 2 - Required medical for PPL licences, as well as for SPL licences with commercial operations 
• Class 1 - Required medical for commercial pilots (CPL, ATPL, MPL) 

It is also important to note that LAPL medicals are only valid in the EU. In addition, at least a Class 2 Medical is required. As a general rule, the LAPL medical has lower medical requirements than the Class 2 medical, which in turn has lower fitness requirements than Class 1 medicals. The validity of the medical depends on the class and the age of the applicant. For example, the LAPL and Class 2 medical is valid for 60 months for people up to the age of 40 and must then be extended by a new examination by a flight physician. Between the ages of 40 and 50, the validity is 24 months and from the age of 50, 12 months for PPL holders and 24 months for LAPL pilots. The validity of Class 1 medicals is 12 months. It is reduced to 6 months if the pilot is older than 40 and only if it concerns the carriage of passengers. In general, the validity is reduced to 6 months if the pilot has reached the age of 60. 

Another important addition for spectacle and contact lens wearers or those with "lasered" eyes: it may also be necessary to undergo a precisely defined ophthalmological examination by an ophthalmologist. This should be discussed with the aviation doctor in advance of the visit. With some aviation doctors, the ophthalmologists are located in the same building, while others have specific contractual partners who are familiar with the exact guidelines for obtaining the medical. 

You can also start training without a medical, but this must be available by the first solo flight at the latest (see below). It is therefore advisable (and this is also how some flight schools handle it) to consider the medical as a prerequisite for starting the training, otherwise you may find out too late - and the associated costs - that the training cannot be continued. 

The reliability is the final hurdle that must be overcome in addition to minimum age and medical fitness.

Valid for Germany (expand)

In Germany, the reliability of an applicant is checked in three ways. 

• Firstly, the applicant must provide the flight school with a declaration of any ongoing investigation or criminal proceedings.  
• Secondly, you need information in accordance with § 30 paragraph 8 of the Road Traffic Act or at least confirmation that this information has been requested and will be submitted after receipt. To put it simply: you need information from Flensburg about how many points are on your account. This should not be underestimated. If there are too many points on the account, the authority concludes that the applicant is "unreliable" and can refuse the training until the number of points is reduced again. 
• Thirdly, a background check (so-called "ZÜP") is required in accordance with Section 7 of the Aviation Security Act. This must show that the applicant is reliable in accordance with the requirements of this law. The ZÜP is about "protection against attacks on the security of civil aviation". All airport and airline personnel must undergo such a security check. For this purpose, data from the Federal Police, customs, criminal records and other agencies are analysed. The ZÜP is valid for 5 years and must then be renewed. It must be applied for at the aviation security authority responsible for your place of residence. 

(Note: The above regulations do not apply to UL licences. The ZÜP is only required for glider licences if a TMG extension is applied for. However, the above list applies to all other licences) 

Valid for Austria (expand)

It is a Criminal record extract must be submitted. A specific background check such as the German ZÜP is not always required. See here: https://pilot-hub.com/zuverlaessigkeitsueberpruefung/

Valid for Switzerland (expand)

It is a Criminal record extract must be submitted. A specific background check such as the German ZÜP is not always required. See here: https://pilot-hub.com/zuverlaessigkeitsueberpruefung/

​Documents for the start 

In summary, the following documents must be submitted to the flight school in order to start flight training: 

Valid for Germany (expand)

1. Valid identity document 

2. Medical certificate of the corresponding class (e.g. Class 2 for PPL) - this must be available at the latest for the first solo flight
   
   You can find an overview of aviation physicians here.

3. Declaration of ongoing investigations or criminal proceedings 

The flight schools usually have appropriate forms for this purpose 

4. Declaration that information in accordance with Section 30 (8) of the Road Traffic Act has been applied for (or the certificate already received) - not necessary for UL 

Extract from the driving aptitude register can be here can be applied for.

5. Certificate of the competent aviation security authority confirming reliability in accordance with Section 7 of the Aviation Security Act ("ZÜP") - not required for UL and SPL without TMG 

It is best to enquire about the correct procedure on the Internet or at the relevant authority. Information for NRW can be found here, for example: ZÜP NRW Info
In some federal states you can also apply for this online: Apply for ZÜP online

6. In the case of a minor applicant, the declaration of consent of the legal representative. 

The flight schools also have appropriate forms for this purpose 

Valid for Austria (expand)

1. Valid identity document
2. Medical certificate - valid LAPL Medical or Class 2 Medical depending on the licence you are applying for.
3. Criminal record extract (not older than 3 months) instead of background check as in Germany.
   → An extract from the criminal record can be requested: Criminal record extract
4. Declaration of ongoing criminal proceedings - often required by the flight school (forms available).
5. For underage applicants: Written consent of the legal representatives (forms available at the flight school).

Valid for Switzerland

1. Valid identity document
2. Medical certificate - valid LAPL Medical or Class 2 Medical depending on the licence.
3. Criminal record extract (not older than 3 months) as proof of reliability
   → Order an extract from the criminal record: Criminal record extract
4. Declaration of ongoing criminal proceedings - usually requested by the flight school.
5. For underage applicants: consent of the legal representatives (forms available from the flight school).

The training company uses these documents to register the applicant for training with the competent authority. 

Then you can get started. Basically, the training can be divided into two areas. The theory and the practice. In addition, there is separate radio training and proof of language skills. We will go into these aspects below. 

​The training

​Theory training 

The theory training depends on the type of licence to be obtained. We dedicate a separate section of the Academy to training for the common private pilot licences LAPL (A) and PPL (A). This section therefore only provides an initial overview of the content and procedure. The theory training for LAPL and PPL is congruent and covers the following subject areas 

• General aviation 
• Navigation 
• The basics of flying 
• Air law and ATC procedures 
• Meteorology 
• Human performance 
• Operational procedures / behaviour in special cases 
• Communication 
• Flight performance and flight planning 

The training must be completed at an authorised flight school - an ATO or DTO - and should comprise 100 hours.  

After completing the training, the ATO must recommend the applicant for the theory test. Once this recommendation has been made, you have 12 months to take the exam for the first time, otherwise you will need to undergo additional training. From the time of the first examination attempt, you have another 18 months to successfully complete the examination in total (i.e. if you need several attempts, you have 18 months to do so). You have a maximum of 4 attempts per subject and a maximum of 6 sessions in total for all areas.  

Valid for Germany (expand)

The examination is carried out by the Aviation Department of the respective district government responsible for the flight school.

Valid for Austria (expand)

The theory test is organised by the Austro Control carried out.

Valid for Switzerland (expand)

The theory test is organised by the FOCA removed.

It is conducted as a multiple choice test with 120 questions and 75% correct answers are required to pass. Further details on the theory test can be found in the separate article. 

​Practical training 

The practical training depends on the type of licence to be obtained. We dedicate a separate section of the Academy to training for the common private pilot licences LAPL (A) and PPL (A). However, the basic procedure is the same for all licences. The specific content and framework conditions such as minimum hours etc. change in each case. Here is an initial overview of the content and procedure. 

For the LAPL (A), training must consist of at least 30 flight hours, of which at least 15 hours must be flight training with a flight instructor, as well as 6 hours of solo flight (under the supervision of the flight instructor), of which at least 3 hours must be solo cross-country flight, with a solo cross-country flight of at least 150 kilometres with a landing at another airfield. As part of the training, all elements of a flight are practised, which are then required at the end of the test. 

For the PPL (A), at least 45 flight hours must be completed as part of the training, of which at least 25 hours must be training with a flight instructor, as well as 10 hours of solo flight (under the supervision of the flight instructor), of which at least 5 hours must be solo cross-country flight, with a solo cross-country flight of at least 270km with landings at two other aerodromes.  

The difference between PPL (A) and LAPL (A) training is therefore essentially 15 flying hours, as some areas - in particular radio navigation - are not or only rudimentarily trained during LAPL training. Accordingly, you can "upgrade" your LAPL licence to a PPL licence at any time by making up the hours (at least 15 flight hours, including 4 hours of solo flight time and 2 hours of solo cross-country flight of at least 270 km with landing at two other airfields) followed by a (renewed) practical test. 

As described above, the medical must be available for the first solo flight at the latest. 

​Radio training

Separate radio training is not necessarily required for an UL licence and an SPL gliding licence. The essential aspects of aeronautical radio are integrated into the training in a simplified manner. However, there is the restriction that the aircraft may not be operated at controlled aerodromes or airspaces requiring clearance (B, C and D), otherwise a radio operator's licence is still required).  

For all other licences, a dedicated radiotelephony certificate must be obtained as part of the flight training. Essentially, the following two radiotelephony licences are relevant: 

• General radiotelephony certificate AZF: This is required for conducting instrument flights in English (i.e. if an instrument rating is to be obtained, or as part of CPL, ATPL or MPL training). 
• Radiotelephony licence BZF with limited validity. A distinction is made here between the BZF I and the BZF II. The BZF I authorises radiotelephony according to visual flight rules in German and English. The BZF II only authorises radiotelephony in German. The latter therefore does not authorise you to fly abroad. 

The AZF builds on the BZF. The latter must therefore always be completed first. For this, an examination must be passed at the relevant authority in the country (in Germany, for example, the Federal Network Agency). This consists of a theory test and a practical test in which radio traffic is simulated. Training for these exams is often offered directly by the flight schools. 

We have compiled details on the various radiotelephony certificates and the examination procedure in a separate article. 

​Language skills

In addition to demonstrating knowledge of radio phraseology, the applicant must demonstrate general language proficiency in English or the language "used for communication in flight". For each language, the language level and the period of validity must be listed in the licence. Again, no language skills need to be demonstrated for UL and SPL. 

The ICAO defines 6 language levels. At least level 4 ("Operational") must be achieved in order to obtain a pilot's licence. A "Level 4 ICAO Language Proficiency" must be renewed every 4 years. If Level 5 ("extended") is obtained, the licence is valid for 6 years. The highest Level 6 ("Expert"), on the other hand, is valid for life and does not need to be renewed. 

As a German native speaker, level 6 is automatically entered on the German licence as part of a self-declaration. If you are not a native English speaker, you must take the ICAO English language test at a certified institute. Flight schools often also have certified language examiners so that the exam can be taken as part of the training. 

If only the rights of the BZF II are exercised, a separate language certificate for English is not necessary, but it is also not possible to fly abroad. 

​Conclusion

Once you have met all the requirements, demonstrated your language skills, completed the radio training and successfully passed the theoretical and practical training in an examination, nothing stands in the way of you obtaining your pilot's licence. The practical test is the crowning glory and can only be taken after the theory has been passed. 

In order to obtain the licence, the following documents must be submitted. This is usually done by the flying school. In the case of smaller flying clubs, however, you may have to compile and submit the documents yourself: 

• A declaration of nationality (forms are available from the flight school) 
• Proof issued by the training company of the applicant's theoretical and practical training as well as proof of passing the theoretical and practical examinations (this is obtained from the examiner after the examination has been completed) 
• Proof of passing the aeronautical radio examination 
• Proof of the level of language skills 

Once you have successfully passed the practical test and compiled and submitted all the documents mentioned, you need to be patient. You are only allowed to fly an aircraft as PIC once you have received your licence by post, which can take several weeks.​

​​Summary​ 

The path to a licence can be divided into three phases.  

Phase 1: Selection of the flight school and compilation of the documents required for registration. These are: Identity document, medical certificate, declaration of ongoing investigation or criminal proceedings, extract from the driving aptitude register, certificate from the relevant aviation security authority confirming reliability ("ZÜP") (not required in all countries), and, in the case of a minor applicant, a declaration of consent from the legal representative. 

Phase 2: Radio training as well as theoretical and practical flight training depending on the licence to be obtained. The following examinations must be passed successfully: Language skills, radiotelephony, theory and finally practice. 

Phase 3: Application for the licence after successful practical examination. The following documents must be submitted here: Declaration of nationality, proof of theoretical and practical training, as well as proof of passing the theoretical and practical examinations. 

Then you have to wait until the licence is in your mailbox!

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Source references:
EASA FCL

Laws on the Internet LuftPersV

Laws on the Internet FlugfunkV