Revalidation by experience?
 

All,

I was stationed most recently in Germany 2015-2017. I brought my EASA PPL up-to-date. Added a TMG rating to it and to my SPL.

For my current 24-month SEP validity a German official generously let me use an hour of dual with an FAA instructor with the promise that I would do it with a German instructor the next time.

I've been to the UK and Germany several times in the first 12 months of this 24-month period. The second 12-month period starts now. I'll be in Germany for a couple weeks this summer.

Please help me get this correct since I'll likely only have one trip that includes a flying opportunity. I need:

12 hours SEP PIC during this 12-month period
No more than six hours can be dual.
I need a one-hour flight with an instructor (with German license?) - need not be the 12th hour?
An examiner reviews/signs my license. (Clearly must have the 12 hours, but can it be done by mail if the examiner is willing?)
The one-hour instructional flight may be in a single engine airplane or TMG as I am rated in both.

Please correct any errors.

Thanks,

Terry

You are inquiring specifically for the SPL?
SPL TMG is rolling 24-months: When you sit into the cockpit, within the last 24 months you shall have 12 hours PIC / 6 hrs non dual + 12 landings + one hour training flight w/ EASA FI (NO!!! CRI / doesn't have to be german). The training flight will be signed in your logbook with the FIs Hans-Otto and his license number. So will be a revalidation by an examiner FE if you choose to replace experience by that. No further paperwork. Training flight done in a SEP for PPL will be accredited.

PPL is what you wrote:
Within 12 months prior to bi annual revalidation:
12 hours in
12 landings
1 training hour (at any time within 12 months pre expiry) with FI or CRI, TMG and SEP exchangeable, only one needed.
All replaceable with a FE or CRE check ride (your choice of FE/CRE), but only within three months prior to revalidation.
Once it's expired, examination flight with FE assigned by the local authority uppon application.

So if you want to have both current the trick is not to do the training flight with a CRI and have it signed in the logbook not only the paperwork for revalidation. Otherwise if your PPL is valid your SPL should be as well.

The instructor needs to be an EASA instructor, not necessarily a German licence holder.

If you meet all the other criteria, ie hours & landings, the FI/CRI who does the 1 hour training flight can also endorse your licence with the new expiry date (no need for an examiner) if authorised to do so by the national authority that issued your licence. Some national authorities may not have authorised anyone, so check with your German instructor.

The EASA requirement is for refresher training of at least one hour total flight time so may be more than one flight with more than one instructor.
If the last instructor you fly with is FCL.945 certified, the instructor may sign the rating in the licence provided they have the same SOLI.

Which german LBA does per
​NfL 1-521-15.
I don't think his license must be issued in Germany, he has to complete the paperwork with the local licensing authority though.


That's not how the authorities like to interprete that here. It must be one continuous flight with max 2 landings (i.e. one t&g allowed) of min 1 hour.

LTCTerry which EASA country (SOLI) issued your EASA licence, this is important?

It is the issuing authority that determines the administration of your licence. The 1hr of training may be conducted by any valid EASA instructor for the class/type, the state where they are licenced is irrelevant for this purpose. Whenever paperwork is required this can only be counter-signed by those approved by the issuing authority and all forms must be submitted to that authority. If the licence is issued by the UK then whopitys' advice is of course wholly correct.

I do not like phrases such as: "That's not how the authorities like to interpret that here". What is liked and what must be are two different things. The UK does not determine the content for the "revalidation training" flight/s. No other state may interpret this requirement differently from the SOLI. I'm sure, by the way, the term stating the maximum number of landing is a language error" for why would it be of value to set such a limit on a training flight. To emphasise, the training flight is NOT a test.