Your first licence. A lifetime of flying.
Private flying can begin with either the LAPL(A) or the PPL(A). Both open the door to general aviation — but they are designed for different levels of freedom, international recognition and future progression.
Flying for yourself changes how you see the world.
A private pilot licence is not simply a certificate. It is access to a completely different way of travelling: local evening flights, weekends across Europe, island trips, mountain routes and — with the right ratings — increasingly capable touring aircraft.
The first decision is whether your ambitions are best served by the Light Aircraft Pilot Licence, LAPL(A), or the internationally recognised Private Pilot Licence, PPL(A). The LAPL can be an excellent solution for clearly defined European leisure flying. The PPL requires more flight training, but it gives you a much broader platform for what may come later.
Choose the licence for the pilot you may become — not only for the minimum you need today.
If you are certain that your flying will remain within the LAPL envelope, the lighter route may be entirely appropriate. If you value international flexibility, passenger privileges immediately after licensing, instrument flying, instructing or the option of a future professional pathway, the PPL is usually the stronger foundation.
LAPL(A) or PPL(A)?
Both are genuine EASA pilot licences. The difference is not whether one makes you a “real pilot”; it is how wide the operating envelope is and how easily the licence can grow with you.
LAPL(A)
A compact route for pilots whose plans fit comfortably inside the European light-aircraft framework and who do not currently need an instrument rating, instructor pathway or ICAO-based international validation.
- Minimum 30 hours of flight instruction
- At least 15 hours dual and 6 hours supervised solo
- SEP(land), SEP(sea) or TMG up to 2,000 kg maximum certificated take-off mass
- Maximum 3 passengers and never more than 4 persons on board
- Passengers only after 10 hours as PIC after licence issue
- At least a valid LAPL medical certificate required
PPL(A)
The more flexible private licence for pilots who want to travel internationally, add advanced ratings later or simply avoid building an artificial ceiling into their flying at the beginning.
- Minimum 45 hours of flight instruction
- At least 25 hours dual and 10 hours supervised solo
- No LAPL-style 2,000 kg licence ceiling; aircraft privileges depend on the class and type ratings you hold
- No additional 10-hour post-licence waiting period before carrying passengers, subject to normal recency rules
- Class 2 medical or higher
- Foundation for IR/BIR, multi-engine training, FI(A) progression and the professional licence pathway
Less about the first flight. More about the flights after it.
The minimum-hour difference is only part of the decision. The more important question is what you want the licence to allow you to do over the next five or ten years.
ICAO recognition matters.
The LAPL is a sub-ICAO licence. That makes third-country flying more restrictive. The PPL is the conventional ICAO private licence and is therefore the more useful starting point if the UK, the United States or other non-EASA destinations may become part of your flying.
Keep the next door open.
A PPL can become the foundation for an Instrument Rating or BIR, multi-engine privileges and, with the separate experience and theory prerequisites, an FI(A) certificate. The LAPL does not provide the same progression route.
Starting with LAPL is not a dead end.
You can progress from LAPL(A) to PPL(A). Current Part-FCL provides full theoretical knowledge credit within the same aircraft category, while the additional practical PPL experience and training requirements still have to be completed.
30 or 45 hours is the legal minimum — not a promise.
Part-FCL defines minimum flight-training requirements. It does not guarantee that every student will be ready for the skill test at exactly that number. Weather, training continuity, aircraft availability, individual learning pace and the complexity of the operating environment all influence the actual total.
A well-structured course with frequent flying is usually more efficient than long gaps between lessons. When comparing flight schools, ask not only for the advertised minimum price but also about aircraft availability, instructor continuity, realistic completion times and what happens if additional hours are required.
What should you realistically allow for?
Private pilot training costs vary significantly with country, aircraft type, fuel price, landing fees, training frequency and the number of hours you actually need before the skill test. The figures below are broad Central European planning ranges rather than fixed quotations.
Approx. €10,000–€15,000
A realistic planning range for the complete LAPL(A) pathway at a typical Central European training organisation. Club-based training can sometimes be lower; premium aircraft, major airports or additional flight hours can move the total higher.
- Typical intensive timeline: around 2–4 months
- Typical part-time timeline: around 6–12 months
- Minimum flight training remains 30 hours under Part-FCL
- Actual completion time depends heavily on weather and training continuity
Approx. €14,000–€20,000
For most students we would use this as a sensible Central European planning range for a modular PPL(A). The legal minimum is 45 hours, but many pilots finish with more than the minimum, so the advertised 45-hour package price should never be treated as a guaranteed final cost.
- Typical intensive timeline: around 3–6 months
- Typical part-time timeline: around 6–18 months
- 45 hours is the regulatory minimum, not a completion guarantee
- Frequent flying usually improves both continuity and cost efficiency
From your first trial flight to your own adventures.
The sequence below is deliberately modular. Cranfield provides the theoretical training and pathway guidance; your practical training can be completed with one of our partner schools or with any appropriately approved or declared EASA ATO or DTO.
Take the controls before you commit.
Book an introductory flight of around an hour and fly with an instructor. Experience the view, the workload, radio communication and the feeling of actually controlling the aircraft. You are welcome to use one of our practical partners — or any other flight school you trust.
Confirm your medical fitness early.
For the LAPL, you need at least a valid LAPL medical certificate. For the PPL, Part-MED requires at least a Class 2 medical. Complete the appropriate medical before making a significant financial commitment and certainly before your first solo flight.
Define the freedom you want later.
If your objective is straightforward European leisure flying in light SEP aircraft, LAPL(A) can be enough. If you want the option of international validation, instrument flying, instructing, multi-engine aircraft or a later commercial pathway, we normally recommend starting directly with PPL(A).
Start the theory — independently from where you fly.
Complete your PPL(A)/LAPL(A) theoretical knowledge training with Cranfield while beginning practical training in parallel. The current Part-FCL framework covers the familiar core subjects including Air Law, Human Performance, Meteorology, Communications, Navigation, Principles of Flight, Operational Procedures, Flight Performance & Planning and Aircraft General Knowledge.
Your theoretical training with Cranfield does not bind you to a particular practical school.
Explore PPL(A) / LAPL(A) theory →The lighter route into private flying.
Part-FCL requires at least 30 hours of flight instruction for the LAPL(A), including at least 15 hours dual and 6 hours supervised solo. The solo element includes at least 3 hours of solo cross-country flying and one cross-country flight of at least 150 km / 80 NM with a full-stop landing at another aerodrome.
The broader foundation.
The PPL(A) requires at least 45 hours of flight instruction. This includes at least 25 hours dual and 10 hours supervised solo, with at least 5 hours solo cross-country. The qualifying solo cross-country flight is at least 270 km / 150 NM and includes full-stop landings at two aerodromes other than the departure aerodrome.
Turn training into pilot privileges.
After completing the theoretical examinations, flight-training requirements and the relevant skill test, the competent authority can issue your licence. A PPL holder can then carry passengers subject to the normal recency requirements. A new LAPL holder first needs 10 hours of flight time as PIC on aeroplanes or TMG after licence issue before carrying passengers.
Keep flying after sunset.
Both LAPL(A) and PPL(A) holders can add night privileges when the Part-FCL requirements are met. The aeroplane Night Rating course includes at least 5 hours of night flying and is one of the most useful early extensions for pilots who want more flexibility.
Move beyond visual-only flying.
A PPL can be the foundation for a BIR or Instrument Rating. An IR allows flight under IFR once the relevant theoretical knowledge, experience, practical training and skill test requirements are met. A LAPL alone is not sufficient for the issue of an IR.
Explore CB-IR / BIR theory →Keep the licence growing with you.
With a PPL you can later add further class or type ratings, move into multi-engine flying, work toward FI(A) subject to the separate experience and theory prerequisites, or continue through CPL and ATPL training if private flying eventually becomes a professional ambition.
A private licence can remain a hobby — or become the beginning of much more.
The attraction of the PPL is not that every pilot needs all these options. It is that you do not have to decide today which ones you may want in the future.
Your theory school should not decide where you fly.
Cranfield provides the theoretical knowledge training, exam preparation and pathway guidance. Your practical PPL(A) or LAPL(A) training can be completed through our partner network or independently with another appropriately approved or declared EASA training organisation.
View practical training partners →Choose the school that fits the flying.
Location, aircraft availability, instructor continuity and the type of flying you want to do matter. Keeping theory independent lets you choose the practical provider that best fits each stage without locking the whole journey into a single school.
- Independent EASA theory training
- Choice of practical ATO or DTO
- PPL and LAPL pathway guidance
- Room to upgrade later
Before you choose your licence.
Is the LAPL(A) really only 30 hours?
Yes. Under current Part-FCL the regulatory minimum is 30 hours of flight instruction, not 35. That is a minimum standard, not a guaranteed completion time. Your school may recommend additional training if more time is required to reach skill-test standard.
Why do you usually recommend the PPL(A)?
Because the additional minimum training buys substantially more flexibility. The PPL is ICAO-compliant with the appropriate medical, has no LAPL-style 2,000 kg licence ceiling, does not impose the LAPL post-issue 10-hour passenger restriction and can form the foundation for instrument, instructor, multi-engine and professional progression.
Can I take passengers immediately after a PPL skill test?
Once the PPL has been issued, there is no additional LAPL-style 10-hour PIC waiting requirement. You still need to comply with the normal passenger-carrying recency rules, aircraft requirements and any applicable class or type rating conditions.
Can I fly to the UK with an EASA LAPL?
Do not assume that an EASA LAPL will be accepted outside the EASA licensing system. The LAPL is not an ICAO-compliant licence, so third countries may require specific permission or may not provide a validation route. If international flying matters, the PPL is normally the more appropriate foundation.
Can I obtain an FAA certificate from an EASA PPL?
An ICAO-compliant foreign PPL can form the basis of an FAA private pilot certificate under 14 CFR 61.75, subject to FAA verification and the applicable requirements. A LAPL does not meet the ICAO-licence basis required for that process.
Can I upgrade from LAPL(A) to PPL(A) later?
Yes. Current Part-FCL allows progression from LAPL(A) to PPL(A). The theoretical knowledge is fully credited within the same aircraft category, while the additional PPL flight-training and experience requirements still need to be completed.
Can I do the practical training somewhere else?
Yes. Cranfield is intentionally flight-school neutral. Your theory can be completed with us while your practical training takes place through one of our partners or another appropriately approved or declared EASA organisation.
Start with one flight. Then decide how far you want to go.
Take a discovery flight, confirm the right medical and choose the licence that matches your long-term ambitions. We can provide the theory and guidance; you keep the freedom to decide where you fly.
