SEP rating and UL question
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No, they can't. they are microlight hours, not light aircraft ones.
However:
If you fly loads of hours in a C42 Ikarus, a Eurostar or the like - the microlight hotships that also come as light aircraft depending on their paperwork - then you should have no problem doing a Certificate of Test in a light aircraft to keep your light aircraft licence valid.
This then avoids the 12 hours etc, and keeps the light aircraft licence valid - which allows you to fly the microlight!
However, you will still need the full medical if you have a JAR licence,since the NPPL medical is only good for an NPPL. In other words, the medical goes with the licence you hold, rather than the aircraft you choose to fly under that licence.
Hope that helps, it is a common question!
However:
If you fly loads of hours in a C42 Ikarus, a Eurostar or the like - the microlight hotships that also come as light aircraft depending on their paperwork - then you should have no problem doing a Certificate of Test in a light aircraft to keep your light aircraft licence valid.
This then avoids the 12 hours etc, and keeps the light aircraft licence valid - which allows you to fly the microlight!
However, you will still need the full medical if you have a JAR licence,since the NPPL medical is only good for an NPPL. In other words, the medical goes with the licence you hold, rather than the aircraft you choose to fly under that licence.
Hope that helps, it is a common question!
Join Date: Oct 2005
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depends on what licence you have
if you have a ppl, no it can't
if you have nppl m, ie microlight licence, and you wish to fly an sep machine
ie under 2 ton, you can simply add your hours, + you need 5 further hours training on an sep ( minimum ) and take another exam principals of flight
all the already taken exams do not need to be retaken.
the only draw back at present, is, the nppl sep licence can only be used in the UK, whereas you can fly within Europe with the nppl m
if you have a ppl, no it can't
if you have nppl m, ie microlight licence, and you wish to fly an sep machine
ie under 2 ton, you can simply add your hours, + you need 5 further hours training on an sep ( minimum ) and take another exam principals of flight
all the already taken exams do not need to be retaken.
the only draw back at present, is, the nppl sep licence can only be used in the UK, whereas you can fly within Europe with the nppl m
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Thanks for the answers! NPPL doesn't ring a bell. I'm from Holland.
The case is that I've got +- 190 hours SEP and I want to start flying a microlight. I guess I need to do another exam for a microlight class rating?
The case is that I've got +- 190 hours SEP and I want to start flying a microlight. I guess I need to do another exam for a microlight class rating?
Join Date: Nov 2007
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I found this in Lasors 2007:
With effect from 30 July 2002 requirements for the
endorsement of the former microlight rating came
under the auspices of BMAA and became known as
NPPL (Microlight) rating. Applicants wishing to obtain
the NPPL (Microlight) rating should contact the British
Microlight Aircraft Association (BMAA), see Section A
Appendix E for contact details.
Alternatively, the holder of a UK/JAR-FCL licence with
SEP rating, may, subject to differences training,
exercise the privileges of their licence on microlight
aeroplanes. However, any experience gained in
microlight aeroplanes cannot be counted towards the
flying experience necessary to maintain the full SEP
privileges of their UK/JAR licence.
Further details can be found on the NPPL web site
www.nppl.uk.com.
With effect from 30 July 2002 requirements for the
endorsement of the former microlight rating came
under the auspices of BMAA and became known as
NPPL (Microlight) rating. Applicants wishing to obtain
the NPPL (Microlight) rating should contact the British
Microlight Aircraft Association (BMAA), see Section A
Appendix E for contact details.
Alternatively, the holder of a UK/JAR-FCL licence with
SEP rating, may, subject to differences training,
exercise the privileges of their licence on microlight
aeroplanes. However, any experience gained in
microlight aeroplanes cannot be counted towards the
flying experience necessary to maintain the full SEP
privileges of their UK/JAR licence.
Further details can be found on the NPPL web site
www.nppl.uk.com.
Applicants wishing to revalidate or renew their NPPL
(Microlight) rating or former Microlight rating should
refer to Section C6.7 or contact the BMAA for details of
the requirements to maintain the rating.(Microlight) rating or former Microlight rating should
refer to Section C6.7 or contact the BMAA for details of
Join Date: Nov 2007
Location: Utrecht, The Netherlands
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I found this in Lasors 2007:
With effect from 30 July 2002 requirements for the
endorsement of the former microlight rating came
under the auspices of BMAA and became known as
NPPL (Microlight) rating. Applicants wishing to obtain
the NPPL (Microlight) rating should contact the British
Microlight Aircraft Association (BMAA), see Section A
Appendix E for contact details.
Alternatively, the holder of a UK/JAR-FCL licence with
SEP rating, may, subject to differences training,
exercise the privileges of their licence on microlight
aeroplanes. However, any experience gained in
microlight aeroplanes cannot be counted towards the
flying experience necessary to maintain the full SEP
privileges of their UK/JAR licence.
Further details can be found on the NPPL web site
www.nppl.uk.com.
endorsement of the former microlight rating came
under the auspices of BMAA and became known as
NPPL (Microlight) rating. Applicants wishing to obtain
the NPPL (Microlight) rating should contact the British
Microlight Aircraft Association (BMAA), see Section A
Appendix E for contact details.
Alternatively, the holder of a UK/JAR-FCL licence with
SEP rating, may, subject to differences training,
exercise the privileges of their licence on microlight
aeroplanes. However, any experience gained in
microlight aeroplanes cannot be counted towards the
flying experience necessary to maintain the full SEP
privileges of their UK/JAR licence.
Further details can be found on the NPPL web site
www.nppl.uk.com.
Join Date: Mar 2002
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Contact the Dutch Authorities.
Microlights are outside JAR-FCL. Thus everytime JAR-FCL refers to aeroplanes, this means aeroplanes but not microlights.
Thus your national authority may take the view that the authorisation provided by your SEP rating applies ..........to single engine aeroplanes but not microlight aeroplanes.
The UK says microlights are not single engine aeroplanes if you are claiming the experience but they are if you are using a SEP rating to fly one.
Of course, the very important words in JAR-FCL regarding microlights is that they are "defined nationally". Thus we have the UK 450Kg upper limit for microlights but elsewhere in Europe, the limit could be higher. This means that if you can get your hands on a 460Kg aircraft registered in a country that allows this to be a microlight, you can indeed fly a microlight and have the hours count towards the requirements in the UK for CPL license issue.
Come on EASA and we can sort this mess out.
Regards,
DFC
Microlights are outside JAR-FCL. Thus everytime JAR-FCL refers to aeroplanes, this means aeroplanes but not microlights.
Thus your national authority may take the view that the authorisation provided by your SEP rating applies ..........to single engine aeroplanes but not microlight aeroplanes.
The UK says microlights are not single engine aeroplanes if you are claiming the experience but they are if you are using a SEP rating to fly one.
Of course, the very important words in JAR-FCL regarding microlights is that they are "defined nationally". Thus we have the UK 450Kg upper limit for microlights but elsewhere in Europe, the limit could be higher. This means that if you can get your hands on a 460Kg aircraft registered in a country that allows this to be a microlight, you can indeed fly a microlight and have the hours count towards the requirements in the UK for CPL license issue.
Come on EASA and we can sort this mess out.
Regards,
DFC
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DFC,
Remember, the 450kgs is an upper limit for microlights in the UK - but not all sub-450kg aircraft are microlights. (Think of the Tipsy Nipper, for example)
Very best,
XA
Remember, the 450kgs is an upper limit for microlights in the UK - but not all sub-450kg aircraft are microlights. (Think of the Tipsy Nipper, for example)
Very best,
XA
Thus we have the UK 450Kg upper limit for microlights but elsewhere in Europe, the limit could be higher. This means that if you can get your hands on a 460Kg aircraft registered in a country that allows this to be a microlight, you can indeed fly a microlight and have the hours count towards the requirements in the UK for CPL license issue.
In any case, and from personal experience, its worthwhile remembering that microlight aircraft and pilot certification requirements are regulated on a national level, and that they may (and very likely will) therefore differ from country to country! The same applies to crossing borders in microlights, where e.g. the Danish requirements are extremely strict and awkward.
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xrayalpha,
Yes I am aware that wing loading and stall speed are also among the factors that determine what is a microlight and also that there is noting stopping anyone from paying a few mountains of cash to have a sub 450Kg MTOW aircraft certified and issued with a C of A.
However, the important thing is that JAR-FCL says that you can not claim hours on microlights towards those required for licence issue etc but that what determines a microlight is defined nationally.
Thus if Germany defines a microlight as being a max of 427.5Kg according to EDMJ then if EDMJ produces hours in a SEP with MTOW 450Kg (C42 UK Microlight) the those hours will count towards JAR-FCL requirements.
As I said, hopefully EASA will end all these differences.
Regards,
DFC
Yes I am aware that wing loading and stall speed are also among the factors that determine what is a microlight and also that there is noting stopping anyone from paying a few mountains of cash to have a sub 450Kg MTOW aircraft certified and issued with a C of A.
However, the important thing is that JAR-FCL says that you can not claim hours on microlights towards those required for licence issue etc but that what determines a microlight is defined nationally.
Thus if Germany defines a microlight as being a max of 427.5Kg according to EDMJ then if EDMJ produces hours in a SEP with MTOW 450Kg (C42 UK Microlight) the those hours will count towards JAR-FCL requirements.
As I said, hopefully EASA will end all these differences.
Regards,
DFC
