Firstly, the guidance given in this 'Questions and Answers' was obtained from a number of sources and, so far as is known, was correct at the time of publication . Best efforts are always made to ensure the information is correct, however, we can not accept responsability for any errors. Additionally, if you wish to print this page there is quite a lot.
Q. I want to start flying. How do I get started as a pilot in the United Kingdom, wishing to fly just for pleasure?
A. In order to fly safely, you will always need to undertake appropriate training and reach a proficient standard before flying by yourself. This applies to every aircraft - whether it be a glider, touring motor glider, hang-glider, powered parachute, microlight, conventional aeroplane, helicopter, gyroplane, hot-air balloon, airship or even model-aircraft or kite. For most, the training must meet requirements specified either by the representative organisation for the sport concerned, e.g. the requirements for gliding in UK are set by the British Gliding Association, or, where a licence is required, by the Civil Aviation Authority (CAA) - the statutory body authorised by Parliament to issue pilots' licences and to regulate civil aviation.
Q. What is the current licensing situation?
A. Since 1 September, 1999, the CAA has been empowered under the Air Navigation Order (ANO) to issue two separate sets of private and professional pilots' licences. This will be for a transition period to introduce what are called JAA licences. After the transition period ends in 2002, only JAA licences will be issued for professional pilots and for private pilots wishing to fly conventional landplanes, touring motor gliders (previously termed self-launching motor gliders), and helicopters. There will also be JAA licences to fly seaplanes and amphibians but these are outside the scope of Online Ground School.
The first set are purely national licences (hereafter called UK licences) and they are issued in accordance with UK national training and testing requirements. The current UK Private Pilot's Licences (PPL) include the PPL(Aeroplanes); the PPL (Self-Launching Motor |Gliders); the PPL(Helicopters). These are all being replaced by JAA licences. The other UK PPLs to fly in gyroplanes, microlights, powered parachutes, seaplanes, amphibians, balloons and airships will continue to be issued until a JAA equivalent licence becomes available.
The second set are called Joint Aviation Authorities (JAA) licences and these are issued in accordance with the Joint Aviation Requirements for Flightcrew Licensing (JAR-FCL). They include both professional and private pilot licences to fly aeroplanes (excluding microlights and powered parachutes), touring motor gliders (TMGs) and helicopters.
Note:
The Joint Aviation Authorities represent the civil aviation departments of a group of European States that have collaborated to set common safety standards in the areas of airworthiness, flight operations and pilot competence. The current JAA full member States are Austria, Belgium, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Malta, Monaco, The Netherlands, Norway, Portugal, Switzerland, Spain, Sweden and the United Kingdom. There are also a number of candidate JAA member States that have agreed to implement the provisions of JAR-FCL pending their admission to full membership. These are Cyprus, The Czech Republic, Estonia, Hungary, Latvia, Poland, Rumania, The Slovak Republic and Slovenia.
The Joint Aviation Requirements for Flightcrew Licensing for Aeroplanes (JAR-FCL1) and for Medical Requirements (JAR-FCL3) came into force on 1 July, 1999, and the Joint Aviation Requirements for Helicopters (JAR-FCL2) on 1 January, 2000. In due course, JAR-FCL4 will be prepared to cover Flight Engineer Licences and JAR-FCL5 licences for balloon and glider pilots.
A benefit of JAA licences is that they are automatically accepted as being valid for flight in aircraft registered in any of the JAA member states. Thus, the holder of a JAA PPL issued in the UK will be able to fly, say, a French or German registered aircraft without first obtaining written permission (as is currently the case for UK national PPL holders) from the French or German civil aviation departments. (Foreign licence holders have always been able to do that in the case of flight in UK-registered aircraft.)
The UK PPLs for aeroplanes and self-launcing motor gliders will cease to be issued to new applicants after 30 June, 2000, and the UK PPL for helicopters after 31 December 2000. The other licences will continue as national licences.
The CAA has stated that the requirements for initial issue of UK PPLs for which there is a JAA equivalent now only apply to those who started training for a UK PPL before 1 July, 1999, in the case of aeroplane licences; 1 July, 2000, in the case of self-launching motor gliders; and 1 January, 2000, in the case of helicopter licences. There are specific criteria to establish the date of the start of training and, if you are in doubt about your position, you should write to the CAA to find out or discuss the matter with Online Ground School.
The nub of all these changes is that those readers yet to start their private pilot training in conventional aeroplanes, touring motor gliders and helicopters will be qualifying for JAA licences.
Q. I am an existing UK licence holder. How will I be affected by the new JAA licences?
A. The CAA has said that licences and others issued in accordance with national regulations will continue to be valid provided that, from 1 January, 2000, onwards, they are maintained as if they were JAA licences. Thus, existing UK licence holders will be free to continue to fly after the initial issue cut-off dates and to renew the licences as necessary for the foreseeable future. These existing UK licence holders have the option to convert their UK licences to JAA licences.
Q. How do I make contact with a flying school?
A.
Q. I am 16 years old. How do I start 'flying'?
A.If you are a member of a youth training organisation such as the ATC, CCF (Air Wing), Sea Cadets (Air Wing) or Venture Corps, it is probable that the training will include air experience flights in light aeroplanes and other service aircraft, including helicopters and gliders. These flights form an ideal opportunity to see if you like flying and to decide the sort of aircraft you wish to fly as a recreational pilot.
If you are not so fortunate and have little or no previous experience of flying in light aircraft, you should consider taking a trial flying lesson. Depending on your interests, this could be in any type of aircraft. Helicopters and balloons are likely to be the most expensive for a trial lesson and gliders, hang gliders, powered parachutes and microlights the least. A trial lesson in a conventional single-engined light aeroplane, such as the Cessna 152, is likely to cost between £50 and £100, depending on the duration of the flight and the cost of flying in your area.
The lesson will include a briefing from the flying instructor who will fly with you and a short (usually 30 minutes) flight. The duration is normally timed from starting to stopping the engine and, with perhaps 10 minutes spent taxying and doing safety checks, a 30 minutes' trial lesson will give you about 20 minutes airborne time. This flight is sometimes called the "Discovery Flight" - the world of light aircraft flying - as the sensation is very different to flight as passenger in an airliner. The flight will be flown at about 2000 feet and, as the aircraft speed is relatively slow, you will be able to see the ground clearly and identify local landmarks. If you live near the aerodrome you may even see your house. You will be shown how the controls operate and will have a chance to practice using them yourself before returning to the aerodrome for landing. Having been shown how to control the aircraft while taxying out, you will usually be allowed to try taxying the aircraft back towards the parking area.
After the flight, your instructor or one of the club staff should show you around the club and give you more information about the courses it offers, including the all-important costs. A 45 flying hours course in a light aeroplane leading to a Private Pilot's Licence (Aeroplanes) is likely to cost between £4000 and £5,000, including VAT, landing and parking fees and ground training. Costs do vary across the country and training at the larger aerodromes with paved runways is likely to cost more than at small grass aerodromes. Many training organisations offer a reduction in costs for advance payment. You should check if the quoted prices includes VAT, the costs of landing fees and parking charges, ground training, course study materials, flight tests and ground examinations, etc.
Under JAR-FCL, there are two sorts of ab-initio flying training schools. The first are Flying Training Organisations (FTOs) and these are schools approved to offer training for professional pilot courses and associated qualifications. Approval follows formal inspection by the CAA. FTOs usually also offer PPL training courses. The second are termed "registered training facilities" and these, as the name suggests, are flying clubs or schools, in UK or in JAA member or candidate states or elsewhere e.g.in the USA or Australia, that have simply registered with the CAA to confirm they meet specified requirements for PPL training, including aircraft, staffing and accommodation. Registered training facilities can only offer training for the PPL.
However, both FTOs and registered facilities can vary in quality, the facilities they offer and the cost of training. Accordingly, if you are interested in starting to train at a particular school or club, you should take the opportunity during your visit to find out as much as possible about it. While this may sound daunting if you have little or no knowledge of aviation and don't know anyone at the club, you can learn a lot simply by looking around it during your visit and asking questions.
For example, how long has it been in business and is it a FTO or a registered training facility? Was your instructor friendly, enthusiastic and reasonably smartly dressed? Were you welcomed and were the club premises, at a minimum, clean, tidy and reasonably furnished? Does it have separate areas for flight operations (where aircraft bookings are made and where the daily flying is controlled), flight planning and ground training, with individual flight briefing rooms (usually small cubicles with a table, chairs and a whiteboard)? Are the noticeboards tidy and do they display recent information and current weather forecasts?
As a surprising amount of time on flying courses is spent waiting to fly, a comfortable lounge area is desirable, as are the provision of toilets and tea/coffee/soft drink facilities.
You might enquire how long the Chief Flying Instructor has been in post; how many flying instructors are employed; whether you will fly with the same instructor; how many training aircraft are available; how many PPL students are under training; and whether the club has an engineering facility to do its own servicing.
Was the aircraft you flew in clean and tidy, was its upholstery in good condition, and did everything appear to work? If your aircraft was fitted with a radio, were headsets provided to allow you and your instructor to hear each other clearly? You should also find out the arrangements for ground training. (There should be some formal programme of ground training classes, possibly with a specialist ground training instructor).
You should enquire about the flight booking arrangements and whether you can cancel a booking without penalty if, say, you are ill and unable to attend. (Some clubs impose cancellation charges if a booking is cancelled and the aircraft cannot be re-hired).
Most clubs have their own examiners (so you can take the PPL skill flight test and the theoretical knowledge examinations at the club) and you might ask about that. You might also ask whether there are any curbs on flying training at the aerodrome (limits on training hours and aircraft movements might hinder your progress as might the availability of grass runways only - they may suffer from muddy patches or be too soft for flying in rainy months). Whether Air Traffic Control facilities are provided (to control aircraft taxying and to separate aircraft taking off or landing). What other flying activities take place at that aerodrome (too many might mean expensive delays for flights as well as congested airspace while flying in the aerodrome traffic zone). And whether there are significant local airspace constraints which could affect your flying.
If you can, take the opportunity to talk - preferably over a cup of coffee - to any students present in the lounge area, How have they found their training course so far - enjoyable or frustrating? (Remember - the weather is always frustrating!) Do they usually fly with the same instructor (desirable) or have they had to fly with a large number of different instructors (most undesirable)? Would they recommend their friends to enrol? If there are no other students present, ask if the club can give you the addresses of one or two recent course graduates so you can find out how they fared.
Remember that you are a potential customer at the club and expect to be treated as such.
You may not find out answers to all your queries in a single visit, so arrange to call in again and try also to visit neighbouring clubs to compare facilities and prices. Do bear in mind that you usually get what you pay for and that the cheapest is not necessarily the best. Take your time and find out all you reasonably can before committing yourself to paying a joining fee or paying in advance.
An important additional point to consider is that, although a 45 hours flying course may be quoted as costing, say, £4,800, this assumes you will graduate in 45 hours. If you attend more or less full-time and if the weather is kind, it is possible to complete the course within about 6 weeks and in 45 hours flying. However, if you can attend only one day per week, the course is likely to last about 45 weeks. This is because there will be bad weather on some of the days you attend and you won't be able to fly; you may fall ill or go on holiday during the course; and you may not be able to attend for a variety of other reasons. The longer the course duration, the greater will be the number of flying hours to reach licence standard. A course lasting 9 months or more is likely to require over 55 flying hours to reach licence standard. Do bear this in mind in your planning your expenditure.
Bear in mind also that the cost of the flying course will not be the end of your expenditure on flying. Once qualified, you will want to continue to fly, probably in slightly larger aircraft to take friends for flights. You will probably also want to take some further training e.g. to learn to fly by night or in poor weather. Even if you only fly the legal minimum to keep your licence valid, it is likely to cost you about £600 each year. So be aware that while flying is an exhilarating activity it is one normally requiring continuing expenditure.
At the end, you need to answer three questions:
Unless all the answers are "yes", keep looking! Try other clubs or other forms of flying, e.g. gliding, microlighting or hang-gliding, etc., until you find all the answers are "yes".
Once you have decided to go-ahead and have chosen a club, the club staff can give you the addresses of local Authorised Medical Examiners (AMEs) - doctors specially authorised by the CAA to issue medical certificates for flightcrew - so that you can arrange a medical examination for issue of a Class 2 medical certificate (assuming one is required for the type of flying you will be undertaking). The initial medical examination for the Class 2 certificate will cost about £90 and, while the certificate is strictly only required for solo flying, it makes sense to ensure that you are judged medically fit for flying before you spend too much on your training.
Q. What are flying scholarships?
A. Flying is expensive. As indicated earlier, a UK PPL(Aeroplanes) course on a light aeroplane is likely to cost over £4,000 and few young persons can afford to pay that amount without some form of help. There are, however, a number of organisations that offer flying scholarships each year and some information about these is given below.
There is keen competition for flying scholarships and you will need to impress if you are to stand a chance. Membership of youth training organisations such as the ATC, CCF (Air Wing), Venture Corps, Scouts, or Sea Cadets will be helpful, as will evidence of good GCSEs, A-levels or a degree. Enthusiasm to be a pilot and the ambition to make a career in aviation are both important. You should be able to explain at interview how you plan to achieve your ambition and what steps you have taken so far to achieve it. Participation in the Duke of Edinburgh's Award scheme, in community voluntary work, in travel under your own resources, in taking vacation jobs and in obtaining finance for your flying activities can all demonstrate your enterprise, as can active participation in sports and hobbies. For some scholarships, your aptitude for flying will need to be assessed formally e.g. at the Directorate of Recruiting and Selection (RAF) at RAF Cranwell and, because there are usually more applicants than scholarships, you may need to attend a selection interview.
Most scholarships are available only to persons in the age bracket 16 to 22 years.
The Air League Educational Trust (ALET) offer scholarships worth 15 hours flying in light aeroplanes. The scholarships are sponsored by individual UK companies and the number available vary from year to year. Notices about the ALET scholarships appear in the aviation press each Spring and application forms are available from the Air League. The ALET also offer a number of flying bursaries each year to help Air League members maintain their PPLs.
The Royal Air Force offers a large number of Flying Scholarships each year to encourage young persons of high calibre who are keen on a flying career in the RAF. The scheme is open to students in full-time education and to members of the ATC and CCF (Air Wing)). At present, each scholarship is worth 20 flying hours.
The Guild of Air Pilots' and Air Navigators (GAPAN) offer a number of flying scholarships each for a full PPL. Details are available from the Clerk to the Guild.
The British Women Pilots Association (BWPA) also offer a scholarship each year through ALET. Details are available from the ALET or the BWPA.
Scholarships are available for disabled persons from the Royal International Air Tattoo (RIAT). These Sir Douglas Bader Scholarships are for a full course of PPL training. Details may be obtained from the RIAT.
A. AIRCRAFT FOR WHICH A PILOT'S LICENCE IS NOT REQUIRED
A pilot's licence is not required to fly either gliders or self-sustaining motor gliders (SSMGs). The British Gliding Association (BGA) specifies training requirements for glider pilots, with a proficiency system based on certificate qualifications. It has a large number of member clubs which conduct ab-initio training. Glider can gain some credit for their glider experience towards the grant of aeroplane licences. If your eventual goal is to qualify as an aeroplane pilot but funds are short, you might well explore a route to a licence via a gliding qualification. Similarly, gliding qualifications obtained through the ATC or Venture Corps at RAF Gliding Schools qualify for credits towards aeroplane licences.
Note:
An SSMG is a glider with a very small engine driving a propeller. It is not capable of taking-off under its own power and is launched like a conventional glider. The engine may be started and stopped in flight and is used only to prolong gliding flight e.g. to sustain flight to the next area of rising air where soaring may be possible or to a place where a safe landing can be made which could not otherwise be reached.
A licence is not required to fly hang-gliders and the British Hang Glider Association (BHGA) operate structured training courses leading to BHGA certificate qualifications and which may gain credit towards issue of a licence to fly microlight aeroplanes.
While a licence is not required to fly model aircraft, there are a number of representative bodies in the sport, e.g. the British Model Flying Association (BMFA), with member clubs offering training leading to BMFA or other qualifications. There is no credit given towards pilots' licences for model aircraft flying qualifications.
A licence is also not required to fly a kite. However, considerable skill is needed to fly large kites and the British Kite Flying Association (BKFA) can advise on how and where to obtain the necessary training.
A licence is not required to fly an unmanned balloon.
Please note that, even if a licence is not required, pilots and aircraft operators may still be subject to safety provisions in the aviation legislation. These for example, may concern endangering other aircraft, persons and property; low-flying close to persons, vessels, vehicles and structures; low-flying over what are termed "congested areas" of cities, towns and settlements i.e. areas substantially used for residential, commercial, industrial or recreational use; and the dropping of articles from aircraft. You will therefore be well-advised to become a member of a club for the activity concerned so that you will learn to fly both safely and in accordance with the law.
AIRCRAFT FOR WHICH A PILOT'S LICENCE IS REQUIRED
A pilot's licence is required to fly, solo or with passengers, hot-air or gas-filled balloons other than small balloons incapable of carrying persons, airships, helicopters, gyroplanes, powered parachutes, microlights, touring motor gliders and aeroplanes. Dispensations are made to allow student pilots to fly solo during their training under the supervision of a flying instructor.
Q. Could you give me some general information on licences?
A. For recreational use, a Private Pilot's Licence (PPL) is appropriate. In general, holders of PPLs may not receive remuneraton for their services as pilot.
The detailed requirements for each of the following licences are set out in either JAR-FCL1, JAR-FCL2, or published by the CAA in Civil Air Publication (CAP) 53 "The Private Pilot's Licence and associated ratings". All clubs offering licence training should hold copies of the relevant publications.. Copies are also available from the CAA and aviation suppliers.
A. There are three main PPL's:
This allows unremunerated flight in some classes or types of conventional aeroplanes (including landplanes, seaplanes and amphibians), TMGs, microlights and powered parachutes.
Note:
An amphibian is an aeroplane capable of taking-off or landing on land or water.
A Touring Motor Glider (TMG) is a low-powered aeroplane meeting certain gliding criteria and which, as you might expect from its name, is capable of taking-off and climbing under its own power. Once airborne and at a safe height, the engine may be stopped and the aircraft flown as a glider.
A microlight is defined as an aeroplane with a maximum weight not exceeding 450 kg for two-seat or 300kg for single-seat aircraft; a wing loading at maximum total weight authorised not exceeding 25 kg per sq. metre or a stalling speed at the maximim total wight authorisednot exceeding 65 kilometres per hour. There are two main types: those where in-flight manoeuvring is by weight-shift of the pilot and those whose flying controls are generally similar to conventional light aeroplanes.
A powered parachute is a man-carrying parachute, usually with a frame supporting one or two persons and with a small propeller- driven engine attached, which is capable of taking-off and climbing.
This allows flight in specified types of helicopters and/or gyroplanes.
Note:
A gyroplane has an unpowered rotor which is spun up by airflow through the rotor disc to produce lift. This contrasts with the helicopter - whose rotor blades are driven by the engine.
This allows flight in some or all hot-air balloons, gas-filled balloons and airships.
Note:
Whereas a balloon has no propulsion engines and so drifts with the wind, an airship is self-propelled and so can be steered on a pre-planned route.
The individual licence will specify the individual aircraft types or classes of aircraft which you may fly, together with appropriate flying limitations - collectively termed "licence privileges". On initial issue, a licence will only allow you to fly only in good weather and in daylight, unless you gained a night flying qualification during your PPL course. In some cases, there may be limits on the distance you may fly from the aerodrome of take-off. Additional flying experience, training and testing may be needed to qualify for the inclusion of "ratings" in the licence to fly by night, in poor weather, to instruct others to gain licence qualifications or to remove any operational restrictions included in the licence privileges.
While the Private Pilot's Licences for conventional aeroplanes, TMGs and Helicopters have a life of five years, the qualifications included in it have to be re-validated at intervals, either by gaining specified flying experience in, for example, a period of 12 or 24 months or by taking a proficiency check flight with a PPL Examiner - usually an experienced flying instructor authorised by the CAA to sign entries in your licence or personal flying logbook.
The PPL also includes a medical certificate or a declaration of health, depending on the licence concerned. The Class 2 medical certificate is appropriate for private pilots and has to be issued by a doctor specially authorised to do so by the CAA - an Authorised Medical Examiner (AME). It has a specified validity period which decreases as the pilot grows older e.g. from 5 years at age 16 years to six months at 65. The licence may only be used if the medical certification is valid and if flight is carried out in accordance with any conditions specified in the medical certificate /declaration of health e.g. to carry a spare pair of spectacles. The medical certification is deemed in law to be suspended if you suffer injury or illness (the latter for 20 days or more) such that you cannot act safely as pilot. It is also deemed suspended if you become pregnant. You may also not fly as pilot if you know or suspect you are not fit to do so.
The PPL and most of the ratings included in it are normally accepted by other countries for flight in UK-registered aircraft in their airspace. In some cases, you will need prior written permission from the Civil Aviation Department in the country concerned. Thus, once you have your licence and provided it doesn't include limitations on how far you can fly, you can use it to fly around the world!
Most foreign States will allow UK licence holders to fly their state-registered aircraft in their airspace, sometimes without any formality but, more often, after issue of a Certificate of Validation by the Civil Aviation Department in the country concerned. JAA licences should be accepted in all JAA member states.
Equally, PPLs issued by other countries may be used to fly in UK airspace. Normally, a formal Certificate of Validation is not required to allow a foreign PPL holder - whether holding a JAA licnce or a national licence - to fly in UK airspace in UK-registered aircraft nor is prior permission required to fly a foreign aircraft privately in UK airspace.
It is therefore possible for you to gain, say, a Private Pilot Certificate issued by the Federal Aviation Administration (FAA) in the United States and return to UK to fly UK-registered aircraft under the privileges of your FAA certificate. It is also possible to convert a foreign PPL, or equivalent, to JAA PPL or UK PPL, as appropriate. Details of licence conversion requirements are available from the CAA.
Q. I don't understand licence requirements?
A. LICENCE REQUIREMENTS
The detailed requirements for each licence are published in JAR-FCL 1 JAR-FCL 2 and by the CAA in Civil Air Publication (CAP) 53 "The Private Pilot's Licence and Associated Ratings". All clubs offering licence training should hold copies. Copies are also obtainable from the CAA.
While a summary of the requirements is given below, readers wishing to qualify for a particular licence are advised to consult JAR-FCL and CAP 53.
If PPL training is carried out in radio-equipped aircraft, the course must also include radio-telephony training and testing (written and practical) to allow issue of a radio-telephony licence.
i.e. permitting flight as pilot-in-command (PIC) of all single engine (piston) aeroplanes (landplanes), other than specified complex single-engined (aeroplanes (landplanes):
Note:
The requirements to qualify for a seaplane or amphibian aircraft rating, a multi-engined aeroplane rating or a large aircraft rating are beyond the scope of this leaflet and may be obtained from the CAA.
Note:
The vast majority of SLMG training is conducted under BGA auspices at BGA clubs and, if you are interested in flying SLMGs, you should contact the BGA or your nearest gliding club.
Note 1:
Dispensations are given against the foregoing requirements for holders of a PPL(A) with a Group A or SLMG aircraft rating. Details are in CAP 53.
Note 2:
PPL(H) holders wishing to fly additional helicopter types must complete 5 hours as pilot on each additional type, normally dual with a helicopter flying instructor, and pass a Type Rating Flight Test and an Aircraft (Type) examination conducted by a Type Rating Examiner (TRE) on each type to be included in the licence. If the additional type is the first turbine-engined helicopter to be included in the licence, the licence holder has to pass the Aircraft (General) examination appropriate to turbine engines.
Note:
The licence holder may fly any single-engine type opf gyroplane. The CAA recommends thatpilots undertake adequate, supervised trining when nverting to a new type.
Note:
The aircraft rating included in a PPL valid for flight in balloons specifies types of balloon as follows:
For the purpose of this leaflet, only the licence requirements for hot-air balloon ratings are described as the other types are not normally used for ab-initio training.
Note:
The aircraft rating allows the licence holder to fly hot-air balloons of any size, providing 5 ascents have been made as PIC in the preceding 13 months.
At present, only experienced balloon pilots have qualified to fly airships as PPL holders and ab initio requirements have not yet been published.
Q. My CAA PPL Class 3 medical certificate expires at the end of this month. I cannot contact my usual AME to arrange a renewal examination (This must now be for JAR PPL Class 2) since I believe him to be on holiday. What are the consequences if I do not see him until next month, when my medical will have expired? (Apart from the fact that I cannot excercise the privileges of my PPL). Am I likely to require a new issue, or can a renewal be done later, assuming I don't fly.
A. There is no problem if a Class 3 or Class 2 medical certificate lapses for up to five years, provided the pilot doesn't fly. All you need do is to go to any Authorised Medical Examiner and renew your medical certificate - which will now be to a Class 2 standard.
If, as a former Class 3 medical certificate holder, you cannot for some reason meet any additional requirements (i.e. above those previously required for issue of the old Class 3) specified for issue of a Class 2 certificate, you can be issued a Class 2 medical certificate restricting your flight to UK aircraft and to UK airspace.
Once issued a Class 2, you will be able to renew it up to 45 days before its expiry date and the validity period of the new certificate will run from the date the previous one finishes.
Q. How many member states are there in the JAA?
A. At present there are 30 States in the JAA. Of these 19 are full member States, including the UK, and 10 are candidate members who have indicated a willingness to comply with JARs and attain full member status.
Q. How many aircraft are there in the JAA member states that I can theoretically fly?
A. All of them, provided your licence contains the appropriate privilege.
Q. Can I go to the USA and convert my JAR-PPL into a FAA PPL as easily as I can do with a CAA one at present?
A. CFR Part 61.75 provides for conversion of a foreign licence to an FAA PPL provided the foreign licence was issued in accordance with ICAO standards. The JAR-FCL PPL is issued in accordance with ICAO and should therefore be acceptable for conversion by the FAA, although only they can confirm this.
Q. Can I study for the JAR-FCL PPL in the USA?
A. This is still very much under discussion as PPL training can be carried out at either an approved flying training organisation (FTO) or a registered facility. At present JAR-FCL contains location provisions for FTOs, but not for registered facilities. Both these situations are under review by the JAA.
Q. What do I need to do to convert a FAA PPL to a JAR PPL?
A. The UK Civil Aviation Authority publish the information you require in Guidance Information Documents (GIDs) and these may be seen for, say the CPL(Aeroplanes) in http://www.caa.co.uk/docs/175/srg_fcl_gid24.pdf (look at Part 5 - pdf file). For other licences look at http://www.caa.co.uk/srg/licensing/fcl/document.asp and select the licence pages you are interested in. The conversion information is usually included in the information on how to get the licence.
In the longer term, conversion of a licence of a non-JAA state to a JAR-FCL will depend upon the establishment of arrangements between the JAA and the non-JAA state. This is obviously going to take some time, licensing harmonisation talks have been going on with the FAA for some time and have yet to address the PPL issue. In the meantime, it is proposed that an FAA PPL holder with more than 75 hours flying experience will need to take JAR-FCL examinations in Aviation Law and Human Performance, demonstrate a knowledge of JAA requirements and, if appropriate the use of English, and pass the PPL skill test.
Q. What about licences issued and ratings from South Africa, Zimbabwe, Australia and New Zealand?
A. Licences issued by any ICAO Contracting State will be treated exactly the same as those from the USA, pending the establishment of the arrangements referred to in the previous answer.
Q. What ground exams do I have to pass now for the issue of a PPL and what is their period validity?
A. PPL ground examinations will remain similar to those existing today with some small changes to the syllabus to reflect JAR-FCL requirements. They will continue to be conducted by authorised examiners as is the practice at present.
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