Irv Lee - Higherplane Aviation Training ltd
Mentoring the Private Pilot flying in the UK, Licence and Radio Testing, Renewals & Validations, PPL Masterclasses, Radio Training & Testing, South African Vacation & Licensing advice, Consultancy and much more besides . . . . .
Last Update of this page: Marcht 9th 2026 but subpages will be updated more than this one!
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For FRTOL courses for Students and/or Practice FRTOL tests for those whose studies are complete- see tag on left for detail, dates, and comments. |
Welcome to Irv Lee's FAQ Page, helping mentor the U.K. general aviation pilot
| All answers, unless detailed otherwise, assume that the reader or pilot reading them accepts that the answers are not definitive, and must not be used as the sole source of understanding legislation and/or rules. The answers are provided as merely a starting point for properly checking in legal documents and with the aviation authorities to verify any particular situation or legality. The author accepts no responsibility for these answers being accurate, current, or even up to date. The author accepts no responsibility for anything resulting from these answers |
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What are the main 1/10/2025 changes to UK licensing for pilots ALREADY holding licences?
- Nothing has changed for revalidation of rating by Proficiency Check, but for SEP (or TMG) rating revalidation by experience every two years, there has been a major change. You can now count from zero up to six of your 12 hours from the first year of your rating's validity, instead of only counting hours in the final 12 months towards your revalidation signature in the 2nd year (prior to expiry), you have the chance to count up to half of the required hours from the first 12 months if you did any flying in that period. And now, an hour dual flying in a 3-axis microlight counts to SEP revalidation or LAPL SEP validity, (assuming the instructor is legal on microlights), even for FCL licences which had been excluded from this previously.
- The SSEA and SLMG ratings within an NPPL have now been legally deemed to be SEP(Land) and TMG respectively, but there is no need to alter the wording in your NPPL, this will be changed when you next revalidate or renew. This change allows two interesting concepts - Having SEP within an NPPL (which you have now legally if you have an SSEA rating) first of all brings with it the possibility of having an IMC rating with it, even in an NPPL(A), and also means that should you wish to fly microlights, there is no need for the GST for, and issue of, a separate microlight rating into the NPPL, all that is needed is difference training for microlights to be signed off in your log book by an instructor qualified to fly microlights.
- In the past, for NPPL holders, a minimum of 8 hours p1 was required with the 12 hours claimed for rating revalidation every two years, now, whilst the 12 total remains, a minimum of six hours p1 is now needed.
- In the past, for NPPL holders, if more than one valid rating was held, both (if two) or all (if three) could be revalidated by cross counting hours between the ratings to make twelve providing at least one hour had been flown in each of the ratings. Now, that final phrase about one hour has been dropped. If you have more than one rating in an NPPL, you can revalidate more than one using hours and take offs and landings from the other ratings, providing they are valid.
- Conversion from NPPL ratings to full PPL(A) is now possible. For a PPL(A) with SEP, conversion from microlight has credits for all the dual training already signed off in fixed wing (3-axis) microlights. A PPL(A) first issue does however require a class two medical.
- NPPL holders with a microlight rating can be converted and apply for an SEP rating after differences training without using a flight school, just an instructor. At the time of writing the CAA has not published advice on this.
- Any NPPL issued after 30/09/2025 needs an aerobatic rating should the pilot wish to perform aerobatics
- Anyone currently on a LAPL(A) course will eventually, on completion, be issued with an NPPL with either SEP or TMG rating when they complete the course and pass the final skill test.
- For PPL holders, electric aircraft, autopilot, and electric trim are now 'differences training' items if you have never flown with them before.
- The rating 'IR(restricted)' IR(R) which was really an IMC rating in an FCL licence is now called an IMC Rating and will be entered as such in the licence on next revalidation/renewal
- Training flights to be used for revalidation by experience with instructors now have much more formal recommendations for flight content, pre briefing, and post flight brief, and instructors are advised not to sign off refresher training if the pilot does not meet skill/knowledge/attitude safe expectations, without further training to fix the issues. If SEP, then the flight could be in a fixed wing microlight as long as the instructor is qualified to fly them.
- Before Oct 1st 2026, LAPL(A) holders MUST see an examiner and convert their licence paperwork from the rolling validity system into having a normal rating in the licence with a 2 year expiry, which needs eventually to be revalidated in its second year using normal revalidation rules applicable to a rating in a normal PPL - the examiner you see should explain the revalidation rules. NB: From 1st October 2026, rolling validity will not exist, and if the licence has not had a proper rating written in by an examiner prior to that date, the LAPL will not be valid any more, and the pilot cannot fly without passing a proficiency check (a flight test) with an examiner.
- Cost sharing on private flights. Formal documentation, including passenger names, contact details, signature, and more must filled out and kept for future inspection before the flight, is mandatory for any private flight where costs are shared, i.e. a passenger or passenger(s) contribute to the cost. Pilots must pay at least an equal share, i.e. if total 3 people on board, pilot must pay a third or more. As the content of documentation requiredis not simple, and contains 'warnings' to passengers that this is not a normal commercial flight, it's best to see Forms for Cost Share private flights (or successor)
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As a private pilot with a LAPL(A), do I have an NPPL-SEP now?
No, it is the ISSUES of new LAPLs that have stopped, the LAPL you already have is a lifetime licence, and you must continue following LAPL(A) 'historic' validity rules (see below) UNTIL these are changed to 'normal' rating rules, promised by October 2026, but no details yet on how your LAPL(A) will switch over to a rating system - but no-one has taken your LAPL(A) away.
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I have a LAPL(A) - how do I keep it valid?
Until October 2026, Before any p1 flight, you must convince YOURSELF that you have logged the 2 yearly requirements in the 24 months before each flight, on aircraft you are entitled to fly. The requirements are: - A LAPL proficiency check with a flight examiner (same content as the initial LAPL skills test) in the 24 months before any flight
OR - 12 hours in the 24 months before any flight including at least 12 take offs and 12 landings. These hours (and take offs and landings) can be P1 or Pu/t, but one hour at least must be Pu/t (but all of them could be). Note that, (assuming the pilot or instructor is legal in microlights), hours in 3 axis microlights count.
So, until 1st October 2026, what happens if you find you do not have the 12 hours or perhaps the 12 take offs and landings before your intended p1 flight? If you haven't got this, do NOT go flying as p1. You can make up the hours or take offs and landings with an instructor, or if that would be expensive due to the hours needed, simply have a LAPL Proficiency Check with a flight examiner, and then you do not need to worry about LAPL validity for the next 2 years, except you MUST see an examiner to convert to a proper rating before Oct 1st 2026. NB: From 1st October 2026, rolling validity will not exist, and if the licence has not had a proper rating written in by an examiner prior to that date, the LAPL will not be valid any more, and the pilot cannot fly without passing a proficiency check (a flight test) with an examiner. - A LAPL proficiency check with a flight examiner (same content as the initial LAPL skills test) in the 24 months before any flight
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What changes were made to the basic ab-initio PPL(A) syllabus in October 2025?
- The minimum number of hours on a full PPL(A) course was reduced to 40, but if an ATO applies for and is granted specific approval, it can be 35 hours now.
- Moving map training is included after the raw basics of navigation have been learned.
- Partial engine failure training is included, both for 'immediately after take off' situations and whilst flying 'en-route'
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If there are no more LAPL(A) being issued, do LAPL medicals still exist?
Yes, LAPL holder still exist, it is new issues that have stopped, so there are still LAPL medicals. If you are flying single engine aeroplance up to 2000kg MTOM and max 4 on board, there is hardly any difference between a LAPL medical and a Pilot Medical Declaration (PMD) limited to 2000kg, except the latter is free and either is valid with PPL(A), LAPL(A), NPPL(A) for flying within the limits of single engine aeroplance max 2000kg/4pob (and UK airspace without extra permission).
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How do I get an English Language assessment so that I can renew my 10 year expiring radio licence?
If you do not have English Language current on CAA records, that renewal would be rejected. There have been pilots I know who have already got an English Language assessment at the permanent level (6) without knowing it, and without it appearing on the licence, so maybe contacting the CAA with your CAA reference number and so asking the CAA what your level is would save some time and effort. The main thing is that you do NOT need a new radio test, as I have heard some flight schools tell pilots. You can get a language assessmen a flight examiner giving you a flight test or proficiency check, or even a ground assessment with Flight Examiner if you are 'English Native'. If not, you may need to be tested by an approved language college.r Note, despite the horrendous form layout for radio licence renewals (SRG1106), if you have a current English proficiency level, there are NO radio tests or exams or cost needed to renew a ten-year expiring radio licence, (unless you book a courier), you just 'apply' ignoring any mention of testing or exams. (Also... If you change your address, and you already had a level 6, the new licence will come back with a permanent radio licence included in it instead of a ten year one.)
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I have a UK issued PPL(A) with SEP rating (or LAPL(A)-SEP), how can I fly microlight aircraft legally?
Yes, providing you have 'differences training' signed off for microlights. Our Air Navigation Order is the place that allows microlights to be flown by UK licensed pilots with 'SEP' privileges providing the pilot has undergone microlight differences training once, and had it signed off in the log book by an instructor who is valid on microlights. The law changed on Oct 1st 2025 to allow NPPL-SEP holders (NPPL-SSEA as was) to do the same. Note the hours in 3-axis microlights can count now towards SEP revalidation or LAPL(A) validity.
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I only have a UK issued licence, can I fly an aircraft that is not 'G' registered?
With the exception of 'N' reg aircraft, the answer is no, unless the registration authority gives you permission, usually called a 'validation', which usually requires a formal process to get one. However, the USA is an interesting exception to this blanket ban, as via the 'FAR's, the FAA simply says that, in the airspace of the country that issued your licence, you can fly N reg on that licence in that country's airspace but only IF that country does not ban it. Note that this would mean you can fly 'N' reg aircraft in the UK if you have paperwork (licence, medical, ratings) that would be allowed to fly the same type if G it were registered, but you could not leave UK airspace with only a UK issued licence. But apart from the FAA and N-reg aircraft in the UK, the main answer to the question is that with other countries' registrations (eg: F-reg or D-reg), you cannot do this with a UK licence alone, not even in UK airspace.
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I live in the UK and fly an 'N' reg aircraft based here, I only have an FAA licence. Is this legal?
Surprisingly, if your N-reg aircraft would be classified as a 'part 21' aircraft if you registered it under the G registration, AND it is based in or operated from the UK, you do need either a UK licence to fly it or a temporary UK declaration (a simpler form of validation). It is therefore important to know if the aircraft is 'part 21', the way to find out which sort of a particular aircraft type is would be to search the CAA's GINFO database, you can do this by type or if you have a specific registration, you can check on it - just search for CAA GINFO and you should find the checker.
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I have a foreign (non-UK) issued licence, can I fly UK (G) registered aircraft without any UK paperwork?
If your foreign licence is fully valid for the G registered aircraft type that you want to fly, and is fully ICAO compliant (eg: a full PPL(A)), then you might be legal to fly a G registered aircraft, it all depends whether the UK designates the aircraft as 'part-21' or 'non part-21'. You can fly a 'non part-21' G registered aircraft without further paperwork if your licence allows you to fly the same type back home. Most types you would find in PPL flying schools are 'part-21' so you would need further paperwork to fly those, for example Cessna 172, PA28, Cirrus, etc. The way to find out which sort of a particular aircraft type is would be to search the CAA's GINFO database, you can do this by type or if you have a specific registration, you can check on it - just search for CAA GINFO and you should find the checker. It is not advisable to fly in the UK on a foreign licence without some training, even if it is legal, as the airspace and radio usage is so different to other places. The Zoom course offered on the left is a good primer.
If you want to fly a part-21 aircraft, you will need paperwork, consult any PPL(A) flying school, and the answer of exactly what paperwork and whether a flight assessment is needed can depend on the licence you hold. -
How do I find Examiners (Flight Examiner (FE), Radio (FRTOL) or Medical (AME))
The CAA maintain lists:
Flight Examiner (FE): A spreadsheet, unfortunately not saying where each examiner is located Find-an-FE
Radio (FRTOL) Examiner: A spreadsheet, unfortunately no easy intelligent search function, for example, I am listed as Portsmouth, but anyone searching for 'Hampshire' won't find me Find-a-FRTOL-examiner
Aviation Medical Examiner (AME): From a postcode: Find-an-AME -
I am an instructor with 'fcl.945' embedded in my licence, can I sign rating revalidations by experience in national licences?
Since February 2026, when an exemption was issued, you can sign revalidations by experience for ratings in NPPL and in ANO (non FCL) PPLs in the same way as you have been signing for FCL licences (i.e. you must have flown the required training hour with the pilot, once he/she has completed all other requirements.) Up until Feb 2026, FCL.945 holders could ONLY sign revalidations into FCL licences but the vast majority never knew that, and did it anyway.
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