Hi people i am unqualified pilot with about 20h p2 in microlight and also have went solo and have around 4h solo...
the last time i flew was 1year and 6 months ago so my solo hours are gone!! essentially.
I got into microlights really for the cost and ease as its a local school and i want too be able to land everywhere and anywhere/ grass/sand/ a real bush pilot if you like.
For one reason or another(weather) i didn't get to fly in last while and its a shame to waste my time(i don't feel its wasted but i should have continued and got it done and its a shame if i dont complete it)
so my dilemma now is this....
what licence should i go for?
NPPL(M) then add seea rating
NPPL(A)
JAR PPL
LAPL.
I am confused now(easily done )
I want to fly maintain and own my own aircraft, most likely on an LAA Permit, which i believe is annex11 ? but as i gather from the caa website, i won't be able to fly a microlight if i just go straight for an LAPL EASA Liscence?
So should I continue with my Microlight licence and do this and the conversion before 2015?
or just do the 30h course with a EASA LAPL Aproved school?
I will definitely be wanting to buy something like a Piper cub, aeronca champ, luscombe 8 etc, or a EASA Microlight type like a eurostar, 601 jabiru's etc. "group A" as often advertised.
would also be nice to hire something with 4 seats and go for a tour around at some point. a 172 perhaps etc..
any suggestions welcomed, especially interested in an intensive course abroad where i can be guaranteed the weather for say 2 weeks or do a mix of some flying here then go abroad too consolidate the flying and do the licence.
I would take the Family with me somewhere and could do it quicker through the microlight route possibly as i already have dual hours on a c42.
confused dot com
also there was talk of some changes in october are they going to come into play?
Cheers
Kenny
PS The CAA is below for anyone interested
Aircraft are divided into two areas for licensing and airworthiness purposes:
EASA aircraft
non-EASA aircraft
This classification applies to types of aircraft, not individual aircraft. So, for example, if a particular Cessna 172N is an EASA aircraft then all Cessna 172N are EASA aircraft. And if one particular De Havilland Chipmunk T10 is not an EASA aircraft all such Chipmunks are classed as being non-EASA. Non-EASA aircraft are also known as Annex II (two) aircraft.
EASA aircraft
Many aircraft in Europe are classed as EASA aircraft wherever they may have been manufactured or registered. This includes many of the types you'll see around flying schools – like the Cessna range, the Piper PA-28s and PA-38s, Cirrus etc.
In the UK, holders of Part-FCL EASA licences can fly both EASA and UK-registered non-EASA aircraft that are within the ratings included in their licence.
For example: The Cessna 172 is an EASA aircraft. The Tiger Moth is a non-EASA aircraft. Both are single engine piston aircraft. So if you have a Part-FCL licence, like a PPL(A) or LAPL(A) that allows you to fly with a single-engine piston rating you can fly both the Cessna 172 (EASA) and the Tiger Moth (non-EASA). But if you have a national licence, such as the UK NPPL(SSEA), after April 8th 2015 you can only fly the Tiger Moth.
Non-EASA aircraft
With some exceptions, the following types of aircraft are defined as non-EASA aircraft and are ruled by national, not European, regulations:
Microlights
Light gyroplanes
Ex-military aircraft
Foot-launched aircraft
Vintage aircraft
You do not have to have an EASA licence to fly these types of aircraft as you can fly them if you only have a national licence.