EASA licence question
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Join Date: Dec 2011
Location: Cambridge, UK
Age: 47
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EASA licence question
I'm almost at the end of an integrated course, which should lead to applying for the CPL/IR with a multi-engine rating in a couple of weeks.
The training, although conducted largely on singles, did not include a formal SEP rating test.
I also have an existing NPPL with both SSEA and SLMG ratings, recently revalidated, not yet converted into an EASA LAPL version.
So what is the best option here?
1. Apply for the CPL as a multi-engine licence only, and separately convert the NPPL to an LAPL for flying singles and motorgliders. Or
2. Try to get the CPL issued with an SEP and TMG rating included on the basis of the NPPL, and don't bother with the LAPL.
I've been trying to find out if option 2 is actually possible. CAP804 does not seem to say either way, and the CAA are taking about two weeks to answer their emails.
I'm aware that you are not allowed to hold two EASA licences for the same aircraft class, so I can't have single engine ratings on both.
Has anyone been in this position and found out the answer?
Thanks.
The training, although conducted largely on singles, did not include a formal SEP rating test.
I also have an existing NPPL with both SSEA and SLMG ratings, recently revalidated, not yet converted into an EASA LAPL version.
So what is the best option here?
1. Apply for the CPL as a multi-engine licence only, and separately convert the NPPL to an LAPL for flying singles and motorgliders. Or
2. Try to get the CPL issued with an SEP and TMG rating included on the basis of the NPPL, and don't bother with the LAPL.
I've been trying to find out if option 2 is actually possible. CAP804 does not seem to say either way, and the CAA are taking about two weeks to answer their emails.
I'm aware that you are not allowed to hold two EASA licences for the same aircraft class, so I can't have single engine ratings on both.
Has anyone been in this position and found out the answer?
Thanks.
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
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I can't give you answer, just wondering why someone who dares to fly motorgliders and possibly some fun taildraggers or microlights or all of it, went for integrated course. The obvious answer is saving time/going for airlines as career change etc. Each to their own, so long you don't pay A320 or 737 type rating before looking for job. Didn't mean to drag SSTR here, but word of caution.
Unless you do commercial ops/instructing on SEP aircraft, I don't see need for SEP on your commercial. The revalidation requirements for NPPL aren't as onerous as 'straight SEP PPL/CPL', so why fiddle with it if you won't use it?
Unless you do commercial ops/instructing on SEP aircraft, I don't see need for SEP on your commercial. The revalidation requirements for NPPL aren't as onerous as 'straight SEP PPL/CPL', so why fiddle with it if you won't use it?
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Hi Martin, I'm on an airline mentored scheme so happily job hunting and type rating are no issue.
It transpires I can't hold a EASA CPL(A) and a LAPL(A) together anyway so I have to try to get SEP credited, but probably I will need to take a test.
So upgrading my licence has caused a loss of the single engine rating, it's not supposed to work that way!
It transpires I can't hold a EASA CPL(A) and a LAPL(A) together anyway so I have to try to get SEP credited, but probably I will need to take a test.
So upgrading my licence has caused a loss of the single engine rating, it's not supposed to work that way!
