LAPL(A) FAQ

The LAPL(A) (Light Aircraft Pilot Licence – Aeroplane) is a European pilot licence for light aircraft up to 2,000 kg MTOM and a maximum of 3 passengers plus pilot. It is valid in all EASA member states.

The LAPL(A) is easier and cheaper to purchase, but has more restrictions: maximum departure mass 2,000 kg, maximum 3 passengers and no automatic recognition outside the EASA states. The PPL(A) is more international and more expandable (e.g. IFR, larger aircraft, but requires more training hours.

Typical are:
Minimum age for solo flight: 16 years
Minimum age for license: 17 years
Sufficient knowledge of German or English
– LAPL Medical medical certificate
– Flight School/Aeroclub offering LAPL(A).

Yes. For the LAPL(A) you need a **LAPL Medical** from an aero-medical expert. It is less stringent than the Class 2 Medical for PPL, but must be renewed regularly. Without a valid medical, you are not allowed to fly.

As a general rule:
– Up to 40 years: 5 years
Over 40 years: 2 years
The exact validity is on your medical. For certain pre-existing conditions, it may be shorter.

The EASA minimum requirement is **at least 30 flight hours**, of which:
– at least 15 hours with an instructor
– at least 6 hours solo, including cross-country flight
In practice, many students need a little more until they are ready for exams.

Training begins with circling, safety and emergency procedures, then navigation flights and radiotelephony procedures. After sufficient practice, you make solo laps, later solo cross-country flights. In the end, there is the practical license examination with an examiner.

Typically, examinations are required in the following subjects:
– Air Law
– Navigation
- Meteorology
Human performance
– Flight performance & Flight planning
General aircraft knowledge
- Operational procedures
Communication (if applicable). English
The contents are somewhat reduced compared to the PPL(A).

This depends on time, weather and availability. In full-time mode, it is feasible in a few months; many hobby pilots need about 6–12 months for part-time training alongside work or school.

The costs vary by aircraft type, region and flight school, but are often between **6.000 and 10.000 Euro**. This includes flight hours, theory lessons, examination fees, medical and learning materials.

You are allowed to fly **single-engine, piston-driven aircraft** (SEP) up to a maximum of 2,000 kg MTOM if you are trained and have an appropriate briefing. Typical school aircraft are e.g. Cessna 152/172, Piper PA-28 or similar.

With the LAPL(A) you can take a maximum of **3 passengers**, i.e. a total of 4 people on board (pilot included). Before taking passengers with you, you must have gained certain experience (e.g. 10 hours as responsible pilot after obtaining a license – depending on national implementation).

Only if you have purchased a separate **Night Rating** and your country allows this for LAPL(A). Without Night Rating, the flight is limited to day VFR.

A full-fledged IFR rating is classically coupled to the PPL(A). With LAPL(A) you usually limit yourself to **VFR flights** (visual flight conditions). If you want to fly IFR, an upgrade to PPL(A) is usually useful.

The LAPL(A) is **only for non-commercial flights**. You must not operate commercial passenger flights or work as a commercial pilot. Cost sharing with passengers is possible within the framework of legal requirements (e.g. sharing of costs.

UL (Ultralight) is a purely national license with other rules and aircraft categories (typically 2-seater, very light aircraft).
LAPL(A) is a **European EASA license**, valid in all EASA countries and covers certified light aircraft up to 2,000 kg. UL aircraft are generally cheaper, LAPL(A) aircraft heavier and more versatile.

The LAPL(A) applies in all **EASA member states**. Recognition outside Europe is not guaranteed. For worldwide flights, a PPL(A) is often the better choice.

The skill test shall consist of a flight with an examiner. Among other things, the following points are queried:
– Flight preparation and weather briefing
Take-off, landing, rounds
- Navigation flight
– Emergency procedures (e.g. simulated engine failures)
Radio and airspace structure
The examiner shall ensure safety, flight feel and adherence to the procedure.

You take an **official theory exam** (often on PC) in several subjects. These are often multiple-choice questions. All subjects must be passed within a given time period. The exact organisation shall be governed by the competent aviation authority.

You must demonstrate **minimum flight experience** in a certain period, e.g. 12 hours of flight time in the last 24 months with take-offs and landings as PIC and refresher flight with an instructor (depending on national rules). If these requirements are not met, a check flight or additional training is usually necessary.

Yes, an upgrade is basically possible. Part of your LAPL(A) flight experience can be credited. But you will have to complete additional training hours, theory content and a PPL exam. The details of your flight school or Authority established.

Yes, provided you have the appropriate **radio and airspace knowledge** and comply with the air traffic control clearances. In controlled air spaces (e.g. Airspace C/D around larger airports) apply special procedures that you learn in training.

Yes. For speaking in German airspace you need a corresponding radio certificate, e.g.:
– BZF I or II (German Radio Certificates)
– AZF/EFZ or comparable English certificates for IFR/English radio
Without a valid radio certificate, you are not allowed to conduct radio communication.

There is no firm obligation to take regular theory exams, but you must ***keep your flying experience up-to-date** (recency). Many pilots voluntarily make refresher flights with flight instructors, safety training or seminars (e.g. Weather, Human Factors to stay up-to-date.

Yes, you can fly to other **EASA countries** as long as you observe regulations, customs and border formalities and airspace structures there. For non-EASA states, it must be clarified in advance whether the LAPL(A) is accepted.

Basically yes, but mountain flights are demanding. The following are recommended:
Additional briefing for Alpine experienced flight instructors
Careful weather and performance planning
Safety reserves at altitude and fuel
A special “alpenrating” is not mandatory, but special training courses are very useful.

Take note:
EASA-approved flight school (ATO/RF)
– Experience with LAPL(A) training
Condition and type of training aircraft
– Sympathy and availability of flight instructors
Transparent cost structure
A trial appointment or a taster flight helps in the decision.

The LAPL(A) is primarily intended for **leisure pilots**. If you want to become a commercial pilot later, a direct boarding with PPL(A) is often more useful, as it can be expanded more easily to CPL/ATPL. However, an LAPL(A) can be a good start if no career plans have yet been established.

If you don’t fly any longer, you may miss your **Recenty requirements**. Then you can still formally hold the license, but not exercise it until you have, for example, refresher flights with a flight instructor or have completed a check flight. The exact requirements are set out in the applicable regulations.

The LAPL(A) is ideal for:
– Hobby pilots with a focus on leisure flights
– Flyers who want to travel mainly in Europe
– People for whom PPL requirements (e.g. medical or financial) are too high
– Relaunchers who want to get back into flying with less effort.

1. Informational talk or trial flight at a flight school
2. Decision for Flight School/Association
3. Application/Please obtain LAPL Medical
4. Contract/registration for training
5. Start with theory and first flight hours
So you come step by step to your LAPL(A).