PPL, change to NPPL?

[tomtom_91]

Hi All!

I am currently learning to fly at Biggin Hill and am about half way (into the min! hours of the PPL training) due to some issues with the CAA and my heart opp I had to go for some tests - Taking over 5 months to complete it was therefore decided that we should go onto Nav then go back into the circt once I had my medical air law etc. At my medical it was also established that I was slightly colour blind (Worrying health eh?) so I have had a restriction put on my license meaning that I can do night flying (and I assume IMC) I plan to only fly as a hobby, I am also looking at getting into Microlighting as well as flying fixed wing. I assume with the NPPL my microlight hours would be able to keep me current? Do you think this is a good idea? Is the NPPL safe?

Any advice/help is gratefully received!

Thanks!!! Tom

[xj8driver]

so I have had a restriction put on my license meaning that I can do night flying (and I assume IMC)

I'm not partially colour blind, nor do I have restrictions on my licence, but I can't fly at night or in IMC without the relevant training and qualifications

Is the NPPL safe?

The licence per se doesn't make the flying safe or unsafe; it depends who is flying the aircraft, and the conditions

I suggest you run your questions past your instructor at Biggin, and get their opinion

[homeguard]

PPL vs NPPL

The training, in practice, is hardly different. By the time that you have completed the NPPL the only element for which you will have a shortfall for the issue of a JAR PPL will be that for Radio navigation. You may wish to include that element anyway.

Rather than undertaking the 100nm QXC required for the NPPL do the extra distance and satisfy the JAR 150 nm route. In practice this will require only an extra 20-30 minutes flying. Should you upgrade later then you will not have to do that flight again.

Most PPLs do not wish to fly aircraft of +2000kg nor carry more than three passengers. The other NPPL restrictions are;

No IMC, no night and must have an inflight visibility of 5km where as the UK JAR PPL requires 3km. Flight only within the UK, IOM and the Channel Islands. If all this is of no great matter to you then go for the NPPL and consider the PPL later when you will know better your position. It is hoped that when EASA gets it act together flight throughout Europe will be possible using the NPPL or whatever name they eventually choose to call it.

The Ishihara (my spelling) colour test is a poor indicator of colour difficiency. If it is important to you to resolve that issue it is possible to have a 'lantern' test which is more accurate. Telephone the CAA medical department who will help and advise on that.

[patowalker]

AGM

[tomtom_91]

XJ8 Driver - I understand that the training is needed; the restriction means that I cannot gain the rating. - I also meant the rating its self is that safe not the physical flying.

Homeguard - I was going to write/contact the CAA medical department however I am really sick with dealing with them (and the costs involved) not looking at getting into anything pro so keeping at in the day etc would be fine for me!

Patowalker - Thanks for that link! - Makes a good read!


Thanks Guys!

[xj8driver]

Hi tomtom - your original post said 'can'

Also, I don't know what you mean by 'safe'; do you mean keeping the NPPL in terms of your partial colour blindness, or making you a safe pilot?

That's why I referred you back to your instructor

Good luck

[Mickey Kaye]

I totally agree with homeguard comments and in fact that what I teach all my NPPL students.

Also remember most people require on average 55 hours training for both the PPL and the NPPL. So it makes sense to meet the requirements for both NPPL and PPL issue even if you only get a NPPL issued.

[ak7274]

I did the NPPL purely because of the dispensation I had from my Glider Pilots license. Otherwise I would have done the full PPL. The time and cost savings are negligible.
If you have no medical worries then you may as well do the full JAA PPL.
I am in no rush to upgrade my license, but I made the mistake of doing the 100nm qxc instead of the 150.
In your position I would do the JAA PPL syllabus and see how things progress. You have plenty of time.
Nothing is set in stone until you YOU decide. Take advice and then ignore most of it. It's your decision.
I need another 6 hours dual too, so I might offer an instructor a free lunch in LFAT when the weather warms up. If I can find one. I do have 100 hrs solo, but the vagaries of upgrading present their own problems

[Zulu Alpha]

The Ishihara (my spelling) colour test is a poor indicator of colour difficiency. If it is important to you to resolve that issue it is possible to have a 'lantern' test which is more accurate. Telephone the CAA medical department who will help and advise on that.

I wouldn't bother unless you want to do instrument flying or night flying. If you are anything other than slightly colour blind then you will likely fail the lantern test and will have paid out a fair sum of money. You can fly completely safely even though you are colour blind and many people do. Colour is not used that much today (no coloured lights at airfields as most people use radio). I am colour blind and the main area I find difficult is being able to see the different colours on a chart such as Blue vs purple etc. So, if you can manage the chart you'll be OK.

I think the NPPL is perfectly safe as long as you have the right attitude and are careful. This applies equally to a std PPL. As others have said, it isn't the licence thats safe, it is the pilot, and that is down to you and your instructor.

Get your doctor to give you an opinion as to whether he thinks there are any medical issues. The NPPL website has some good guidance notes for both you and your GP. I suggest reading the NPPL website and the links on it carefully so that you can form your own opinion before paying a doctor to tell you what you may already know. Then, if there are any areas you are unsure about get some advice.

I do think the NPPL is very well thought through. The different medical requirements were created by experts at the CAA and elsewhere who looked at the facts and figures before establishing the criteria. Their view is that it is just as safe for normal day VFR single engined aircraft.

ZA

[The Fenland Flyer]

Do the NPPL and get into microlighting, or Rotax powered VLAs, half the cost per hour so twice as much flying

[J.A.F.O.]

I'm with ZA - unless you want to tour Europe six up at night in poor weather then why bother with the on-going faff of a JAR-PPL?

For daytime bimbling/touring in anything from a SSDR machine to a four seat C of A aircraft then the NPPL is the way forward with least niff-naff and trivia, in my humble opinion.

[Lister Noble]

I obtained my PPL in 2006,bi-annual CFI flight check April 2008,changed to NPPL for medical reasons,May 2009.
I will need next bi-annual CFI check flight before May this year.(For flight checks read I hrs instruction.)
What happens when my licence runs out next year.
Will I automatically be sent a lifetime NPPL licence,do I have to do anything?
I'm sure I have the info somewhere but can't find it,have looked on the NPPL site as well.
Lister

[tinpilot]

Hidden away in plain view on the NPPL homepage:

However, it should be noted that the JAR PPL will expire and at that point, a NPPL must be applied for.

End of the first blue paragraph.

[Lister Noble]

SORRY!!!!!!!!!!!!

So obvious that I missed it,I was looking in the sub-sections.
Bedtime