Australian CASA PPL to EASA PPL conversion (UK)
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Australian CASA PPL to EASA PPL conversion (UK)
Can anybody please let me know if they have solid information on the process of converting foreign licences, in particular from Australia, to EASA licences? I've recently made the move over from Australia, and am looking to get back in the air.
I currently have a CASA PPL with about 140 hours, including an NVFR, and aerobatics rating. The licence is currently valid, with a flight review due next month. I also have a valid medical for a couple more years.
I can't find any official information on this matter, and an email I sent to the CAA a couple of months ago has not been responded to. The information I can find scattered throughout the internet seems to range from me needing to do an air law, human limitations, and ratio telephony exam, flight test and that's it. Others seem to indicate that my foreign licence needs to be valid at the time of conversion, and there's a significant amount of flying time required. I've seen some suggestion that it's easier to go through an NPPL, and others seem to suggest it's easier to just start from scratch (I expect they mean just all of the exams and flight tests, surely even in the worst case scenario the hours would be recognised).
Any first hand experience would be appreciated.
I currently have a CASA PPL with about 140 hours, including an NVFR, and aerobatics rating. The licence is currently valid, with a flight review due next month. I also have a valid medical for a couple more years.
I can't find any official information on this matter, and an email I sent to the CAA a couple of months ago has not been responded to. The information I can find scattered throughout the internet seems to range from me needing to do an air law, human limitations, and ratio telephony exam, flight test and that's it. Others seem to indicate that my foreign licence needs to be valid at the time of conversion, and there's a significant amount of flying time required. I've seen some suggestion that it's easier to go through an NPPL, and others seem to suggest it's easier to just start from scratch (I expect they mean just all of the exams and flight tests, surely even in the worst case scenario the hours would be recognised).
Any first hand experience would be appreciated.
first of all you will need a class 2 medical in the UK , next you will be up for :
1. air law exam
2. human performance exam.
3.english language proficiency test, can be done on flight test or before with an examiner (make sure examiner can sign it off some can not)
4.radio exam can be done at the same time as PPL skills test, but make sure examiner can sign it off, some can not
you will need to have an least 100 hours of flight time as a pilot.
for your aeroplane class rating at least 100 hours in class and pass a skills test , can be done whilst conducting PPL flight test.
Your night rating will be transferred over "free" on licence issue.
you will need training as required by the ATO, there is no minimum or max for PPL
Your licence will need to be current and your aeroplane endorsement will need to be current
your better off to get your part 61 licence before conversion than having your car 5 licence.
1. air law exam
2. human performance exam.
3.english language proficiency test, can be done on flight test or before with an examiner (make sure examiner can sign it off some can not)
4.radio exam can be done at the same time as PPL skills test, but make sure examiner can sign it off, some can not
you will need to have an least 100 hours of flight time as a pilot.
for your aeroplane class rating at least 100 hours in class and pass a skills test , can be done whilst conducting PPL flight test.
Your night rating will be transferred over "free" on licence issue.
you will need training as required by the ATO, there is no minimum or max for PPL
Your licence will need to be current and your aeroplane endorsement will need to be current
your better off to get your part 61 licence before conversion than having your car 5 licence.
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Sorry, I should have mentioned, my licence is part 61.
Is the training with ATO requirement a case of flying with an instructor until they are satisfied you're ready for the test?
How does the process differ if my licence is no longer current? I'm due for a flight review next month (if I'd known it would be an issue, I would have had it done before moving). I expect that even if I were to go through the exams at super human speed, and book a flight test before I'm due for renewal on my aus licence, the caa might sit on the application for a while.
Is the training with ATO requirement a case of flying with an instructor until they are satisfied you're ready for the test?
How does the process differ if my licence is no longer current? I'm due for a flight review next month (if I'd known it would be an issue, I would have had it done before moving). I expect that even if I were to go through the exams at super human speed, and book a flight test before I'm due for renewal on my aus licence, the caa might sit on the application for a while.
Yes the flying is box ticking , you may "fly" through it or they may find things wrong. An approximate number would be anywhere from 5-10+ hours .
Your part 61 licence is valid for life , however your single engine class has an expiry and so does your flight review.
A conversion mean a valid licence and valid rating .
The processing time for licence issue varies from 7-14 working days.
Your part 61 licence is valid for life , however your single engine class has an expiry and so does your flight review.
A conversion mean a valid licence and valid rating .
The processing time for licence issue varies from 7-14 working days.
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Sorry to keep going on, but there's one point I still don't get.
You said for a conversion my licence has to be valid, but I still don't understand what the situation is if it is not (it is impossible at this point for me to complete the conversion before the deadline of my flight review expiry).
At this stage I'm assuming the difference is only in the written exams required, with it needing to be all instead of just those select few. The flight test obviously needs to take place either way. Do the ATO training requirements differ? e.g. for a new licence (as opposed to a conversion) do I need to do a full 45 hour minimum structured course? Or just tick the competency boxes as judged by an instructor?
Irv Lee's website (higherplane.co.uk) recommends it is easier to convert to the EASA PPL via an NPPL. What is the process for that path? Does it require currency?
You said for a conversion my licence has to be valid, but I still don't understand what the situation is if it is not (it is impossible at this point for me to complete the conversion before the deadline of my flight review expiry).
At this stage I'm assuming the difference is only in the written exams required, with it needing to be all instead of just those select few. The flight test obviously needs to take place either way. Do the ATO training requirements differ? e.g. for a new licence (as opposed to a conversion) do I need to do a full 45 hour minimum structured course? Or just tick the competency boxes as judged by an instructor?
Irv Lee's website (higherplane.co.uk) recommends it is easier to convert to the EASA PPL via an NPPL. What is the process for that path? Does it require currency?
If your single engine class and flight review is not valid, it becomes more complex to convert.....in effect more money , its up to you.
All your flying will be with an instructor ticking boxes, when you meet the required standard you will be recommended for the skills test.
The path is just the same, either way , flight training as required and skills test.
My advice just pick a flight school , speak to head of training and they will sort it.
Just go for the EASA PPL .
All your flying will be with an instructor ticking boxes, when you meet the required standard you will be recommended for the skills test.
The path is just the same, either way , flight training as required and skills test.
My advice just pick a flight school , speak to head of training and they will sort it.
Just go for the EASA PPL .
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Hi Chaps,
I am coming back to olde blighty soon.
I have an old UK CAA PPL(A) I last used in the UK in 1990. Issued around 1988
It says permanently valid and includes RT and single engine.
However I have Australian CPL(A) with 1000 hours and CPL(H) with 600hours and I am current.
I only envisage flying privately in the UK. What will I have to do to resurrect the PPL(A)?
What about a PPL(H)?
Will I be restricted to non EASA aircraft? Huh?
OOW
I am coming back to olde blighty soon.
I have an old UK CAA PPL(A) I last used in the UK in 1990. Issued around 1988
It says permanently valid and includes RT and single engine.
However I have Australian CPL(A) with 1000 hours and CPL(H) with 600hours and I am current.
I only envisage flying privately in the UK. What will I have to do to resurrect the PPL(A)?
What about a PPL(H)?
Will I be restricted to non EASA aircraft? Huh?
OOW
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Location: Spain
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As you have an old UK National Licence you will have to get yourself an EASA UK CAA PPL(A) to fly in the UK and EASA without restrictions. As you have flown in recent time and you are current it might only be a paper formality. On caa.co.uk you find information on what to do to convert your "old" licence to a new one that you can use.
