Those who are training for the NPPL in the UK at the moment have nothing to worry about. The current position is that the training that is to be completed has to be completed to JAR-FCL standards by JAR-FCL qualified instrucors and the theory exams are also the JAR-FCL PPL theory exams.
Therefore is the NPPL came to a sudden halt and a new European licence replaced it, even with no grandfather rights, you can show evidence of training and testing which will be satisfactory for the issue of such a licence.
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BEagle,
Personally I see no point whatever in any 'harmonised' sub-ICAO licence such as the absurd LAPL. There is no guarantee that the NPPL will have any grandfather rights, neither will it be as straightforward for Microlight or SLMG Rating holders to add a SSEArating as it is at present.
My recommendation to everyone would be to respond to the NPA when it appears by saying that EASA must not be permitted to legislate at sub ICAO level - and there is no need whatsoever for the pointless LAPL since the NPPL gives its holders precisely what they want.
Your anti-European stance clouds your statements.
The NPPL is far from perfect. One example being the requirement for a person holding a microlight rating who will already have completed stall and spin awareness training to complete more of such training that is required by an initial applicant before getting an SSEA rating.
I do not think that you can really say that the NPPL gives everyone what they want except for the microlight pilots who are not limited to the UK as their SSEA rating holders are.
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If we're loosing UK priveledges, are we also loosing UK restrictions?
Well the simple answer is that you will not loose any privileges. You will gain by not having UK restrictions the two main ones being the terretorial restriction and the weather limitations imposed by the CAA.
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I would recomend that everyone take time to read and consider the comment and response documents when they arrive. I would also recomend that individuals make appropriate comments and not simply rely on organisations to represent their position because as can be seen from BEagle's comments regarding anything that does not have a E 2 R stamped on it, many organisations will comment for political or other reasons rather than the simple desire for improvement and harmonisation of aviation in Europe.
Regards,
DFC