EASA PPL vs. LAPL: Which Pilot License Is Right for You?
- Mar 6
- 32 min read
Updated: Apr 5
If you’re considering flight training in Europe, you’ll likely come across two main options for a private pilot license: the EASA Private Pilot License (PPL) and the EASA Light Aircraft Pilot License (LAPL). Both are licenses under the European Union Aviation Safety Agency (EASA) framework, but they cater to different needs and come with different requirements and privileges. In this guide, we will compare the EASA PPL vs LAPL in detail, focusing on training requirements, costs, exams, difficulty, usage restrictions, additional ratings, validity, medical rules, and tips to help you choose the right path. Whether you dream of flying recreationally or have ambitions for a future aviation career, this comparison will clarify the differences and help you make an informed decision.
1. Training Requirements (EASA PPL vs LAPL)
Flight Hours:
One of the biggest differences between the EASA PPL and LAPL is the minimum flight training hours required. The EASA LAPL(A) (Light Aircraft Pilot Licence for aeroplanes) requires a minimum of 30 hours of flight training. In contrast, the EASA PPL(A) (Private Pilot Licence for aeroplanes) requires at least 45 hours of flight training. These are minimums set by EASA regulations; in practice many students take a bit longer to master all skills. The 30-hour LAPL syllabus typically includes at least ~15 hours of dual instruction and 6 hours solo, while the 45-hour PPL syllabus includes around 25 hours dual and 10 hours solo as a minimum. In both cases, some of the solo time must be dedicated to cross-country navigation practice (more on that below).
Cross-Country Training:
As part of the training, student pilots must complete a solo cross-country flight of a certain distance. LAPL(A) trainees must do a solo cross-country of at least 80 nautical miles (150 km), involving a landing at one airfield away from the home airfield. PPL(A) trainees have a more extensive requirement: a solo cross-country of at least 150 nautical miles (270 km) with full-stop landings at two different aerodromes other than the departure point. This longer navigation exercise for PPL helps build experience in planning and executing more complex routes.
Theoretical Knowledge:
When it comes to ground school, both the LAPL and PPL have identical theoretical knowledge syllabi and exams under EASA. There are nine subjects that every private pilot student must study and pass exams in, including Air Law, Human Performance, Meteorology, Communications, Principles of Flight, Operational Procedures, Flight Performance and Planning, Aircraft General Knowledge, and Navigation. In total, about 100 hours of theory lessons or self-study is typically needed for either license. The fact that LAPL and PPL cover the same theory means LAPL students don’t skip out on important knowledge – they learn the full breadth of private pilot ground knowledge, just like PPL students. This is helpful if an LAPL holder later wants to upgrade to a PPL, since the written exams do not need to be retaken (the credit transfers over).
Practical Training and Skill Test:
The overall flying syllabus is very similar between the two licenses – students train on basic aircraft handling, take-offs and landings, navigation, emergency procedures, etc. Both licenses culminate in a practical skill test (checkride) with an examiner, where you’ll demonstrate flying skills such as navigation, maneuvers, and handling simulated emergencies. The standard to pass the skill test is essentially the same for LAPL and PPL. A minor difference is that the LAPL(A) skill test may omit the use of radio navigation aids and basic instrument flying, which are included in the PPL test. In other words, a PPL skill test is a bit more comprehensive, whereas the LAPL skill test is a bit shorter.
Aside from that, the practical competencies expected (normal and short-field takeoffs/landings, navigation accuracy, aircraft control, decision making, etc.) are at the same level for both licenses.
Bottom line:
Training for the EASA PPL involves more flight time (45+ hours) and a longer solo cross-country, preparing you for more advanced flying, while the LAPL’s 30-hour program is a shorter route focused on basic private flying. Both require passing the same nine theory exams and a flight test. Many student pilots actually exceed the minimum hours (it’s common to take a few extra hours of practice to be fully ready for the test), so keep that in mind when planning training time for either path
2. Cost of Training and Licensing
Because the required flight hours differ, the cost of obtaining an EASA PPL vs LAPL can vary significantly. In general, the LAPL is cheaper than the PPL due to fewer flight hours. However, some costs (like exams and study materials) are similar for both. Let’s break down the cost factors:
Flight Training Fees: This is the largest expense. Flight schools charge an hourly rate for the aircraft and instructor. Rates in Europe typically range from about €180 to €220 per flight hour (this varies by country, aircraft type, fuel prices, etc.). For the LAPL, with 30 hours minimum, the flight training portion might cost roughly €5,000–€7,000 (assuming you train close to the minimum hours. In fact, some schools offer LAPL packages around €5k for the minimum hours. For the PPL, with 45 hours minimum, the flight training hours would cost approximately €8,000–€10,000 on average. Many PPL students budget around €10k or more since it’s wise to include a few extra hours beyond 45 and other incidentals. Keep in mind these figures can vary: training on a small two-seater aeroplane in Eastern Europe might be on the lower end of cost, whereas training on a larger four-seater in Western Europe could be higher. Always check with local flight schools for accurate pricing.
Theoretical Training: Ground school for the nine theory subjects can be completed in various ways. At Easy EASA, we offer online ground school programs that cover all subjects required for the EASA PPL or EASA LAPL, complete with practice tests and study materials. Some students opt for self-study using textbooks, while others might prefer in-person classes at a local flight school—both methods typically range from a few hundred euros up to €1,000, depending on the format. But if you’re looking for a flexible, structured online course, you’ll find everything you need right here at Easy EASA.
Study Materials: You will need navigation tools (like charts, a navigation ruler, flight computer, etc.), and perhaps an aircraft checklist and pilot logbook. These materials typically cost another €150–€250. Again, this is common to both licenses. Some thrifty students get second-hand items to save money, but be sure the materials are up-to-date with EASA standards.
Exam Fees: Both licenses require passing 9 written exams (one for each subject) and one practical skill test. The exam fees are set by the aviation authority or the testing provider. Written theory exams might cost around €40–€70 each in many countries (some authorities charge a single fee covering all, others charge per subject). With 9 subjects, that could be roughly €300–€600 total for all written exams. The skill test (checkride) fee can range from about €200 to €400 depending on the country and examiner (sometimes it’s higher if the examiner must travel). These costs are identical for PPL or LAPL. One small difference: LAPL skill tests might be a bit shorter, but the examiner fee doesn’t always change proportionally – however, some schools note that the LAPL skill test can be slightly less expensive than the PPL test, since the flight time is shorter and examiner time is a bit less. In any case, plan a few hundred euros for the final test.
Medical & Miscellaneous: Obtaining the required medical certificate costs about €100–€200 for the exam with an aviation doctor (the LAPL medical can sometimes be cheaper if done through a general practitioner – we’ll cover medicals in detail later). You may also have costs for language proficiency exams (if required for PPL), which can be another €100–€200, and some smaller costs like airport landing fees during training, headset rental or purchase, and fuel surcharges. These miscellaneous costs could add a few hundred euros over the course of training.
In summary, a typical EASA PPL(A) training might cost on the order of €10,000–€12,000 in total by the time you include everything and a safety margin for extra hours. The EASA LAPL(A) might cost around €6,000–€8,000 in total, given the reduced flight hours and slightly lower test fees. Always get a detailed quote from your flight school and ask what’s included (some quotes include taxes, landing fees, etc., others might not). Also remember that needing additional hours above the minimum will increase the cost, so budget for a bit more than the bare minimum. Despite the cost, both licenses represent a significant achievement – and many pilots will tell you the joy of flying is worth it!
3. Exams and Assessments
Both the LAPL and PPL require candidates to pass theoretical exams and a practical flight test, but let’s look at the details of these assessments and note any differences:
Theoretical Knowledge Exams:
As mentioned, nine written exams must be passed for either license. These cover the same subject areas for both LAPL and PPL, and the exam format is identical. The exams are usually multiple-choice and administered by your national aviation authority or a delegated exam organization (such as Austro Control or others, which even allow international students to sit the exams). Typically, three of the subject exams have 16 questions and the other six have 12 questions, all with a 75% pass mark (common EASA standard). You can usually take these exams at various stages during your training – some students prefer to finish all the written tests early, others study in parallel with flying. Important to note: since the LAPL and PPL share the same exams, if you complete the LAPL and later upgrade to a PPL, you won’t have to redo the theory exams because the LAPL’s theory certification is credited fully towards the PPL.
The subjects you’ll study (and be examined on) include: Air Law, Aircraft General Knowledge, Flight Performance and Planning, Human Performance & Limitations, Meteorology, Navigation, Operational Procedures, Principles of Flight, and Communications. These ensure you understand not just flying techniques but also aviation regulations, weather, aircraft systems, and other vital knowledge for safe piloting.
Practical Skill Test:
After completing all training, both LAPL and PPL candidates must pass a practical flight examination. In this flight, usually conducted by an authorised flight examiner, you’ll be assessed on things like: pre-flight preparation, use of checklists, take-off and landings (including normal and emergency procedures), navigation and airspace compliance, manoeuvres (turns, stalls, etc.), and handling simulated emergency scenarios. For the PPL skill test, you’ll also demonstrate the use of basic instrument references and radio navigation aids (such as VOR navigation or similar) as part of the checkride. For the LAPL skill test, those specific instrument navigation tasks may not be examined – the focus is purely on VFR flying. This makes the LAPL test a bit shorter in duration, but in all other respects the test is conducted to the same safety standard as the PPL. You will need to show that you can safely act as pilot in command. The examiner will expect good airmanship and decision-making for both licenses.
Other Assessments:
One small difference is in radio communication testing. EASA PPL candidates must obtain a Radio Telephony (RT) license or have their radio communication skills assessed – in many countries this is done via a practical voice exam or during the flight test. For LAPL, interestingly, a formal RT practical exam is not mandatory to obtain the license. LAPL pilots can still use the aircraft radio of course (and must know how to communicate), but the license itself can be issued without a standalone radio operator’s certificate in some cases. You can add a Flight Radiotelephony Operator’s License to LAPL later if needed. In practice, most training will teach you radio calls just the same, but check your local authority’s procedure. Additionally, for the PPL (since it’s ICAO-compliant) you’ll need to demonstrate language proficiency in English or the language you’ll use on the radio (ICAO requires at least Operational Level 4 in English for international flight). Many European pilots do an English Language Proficiency check along with their PPL. LAPL being for local flying may not strictly require the ICAO language sign-off, but it’s still a good idea to have if you’ll fly in airspace where English is used.
Difficulty Level:
In terms of exam difficulty, since the content is the same, LAPL and PPL have the same level of theoretical difficulty – you need to study and understand all nine subjects to pass the exams. The practical test for both is challenging but achievable with good training. There is no appreciable difference in “pass rate” between LAPL and PPL – both require dedication. However, because the PPL demands more training hours and a longer solo navigation, it is a larger time commitment and covers a slightly broader scope (hence some consider it a bit more involved overall). The LAPL’s shorter syllabus might seem “easier” in the sense of requiring less flight time, but it still requires meeting the competency standard. Many instructors actually integrate LAPL and PPL students in the same classes and flying lessons up until the difference in requirements kicks in. So expect to work hard on either path – but don’t worry, with interest and effort, the studies are very manageable and many student pilots find the process enjoyable.
4. General Difficulty and Training Intensity
How challenging is it to obtain each license?
The general consensus is that earning a PPL is a longer journey simply because there is more training to complete, whereas earning a LAPL is a bit faster and involves slightly less material to master in practical terms. However, the overall difficulty in terms of intellectual challenge and flying skill is comparable.
For the PPL, you will spend more hours training (45 minimum, often 50-60 hours for many students) which means you’ll be exposed to more situations, possibly do more cross-country flying, and polish your skills further before the test. The navigation requirement (150 nm with multiple stops) pushes you to plan more complex routes and deal with various airspace or airfield procedures. By the end of PPL training, you are typically very comfortable handling the aircraft across longer flights. The workload is higher in the sense that you have more lessons and must retain proficiency over a broader set of tasks (including that bit of instrument reference flying). All of this is certainly achievable, but it requires commitment of time and consistent practice. Students aiming for a PPL should be prepared for a few months of regular lessons (or an intensive course) and thorough studying for the 9 theory exams.
For the LAPL, the reduced hours (30 minimum) mean the training can be completed more quickly – some have finished in a few months part-time, or even faster with intensive courses. The learning curve in the beginning is the same (learning to take off, land, navigate, etc.), but there may be slightly fewer advanced exercises towards the end compared to PPL. The shorter solo cross-country (80 nm, one land-away) is less demanding to plan than the PPL’s. Therefore, the LAPL can feel a bit less intensive in the later stages of training. Importantly, the theoretical exam burden is the same, so an LAPL student must invest time in studying just like a PPL student. Where the LAPL might be considered easier is mainly in the volume of flight training required – fewer hours to build skills and experience. That said, because it’s fewer hours, some students might feel a bit less confident initially carrying passengers immediately after 30 hours of training, which is why LAPL pilots have some post-license experience requirements (discussed later).
In terms of pass rates and difficulty: both licenses have good success rates. If you put in the effort to study (maybe attend a ground school or use an online question bank) you can pass the theory exams—plenty of resources are available since these exams are standardized. Flying-wise, most people can achieve the required standard with training; it’s not reserved for “elite” pilots or anything. The difference is simply how comprehensive you want your training to be. One could say LAPL is a bit more attainable in the short term, whereas PPL provides a deeper training experience. If you’re concerned about the challenge, keep in mind that you can always start with LAPL and later extend training to PPL once you have more confidence and experience (indeed, EASA allows a straightforward upgrade path – see section 6 on Additional Ratings for details). Many instructors will honestly assess your progress: if you enrolled in a LAPL course and by 30 hours you’re not quite ready, they might recommend continuing training (which essentially would put you on track for PPL anyway, as an example). So, don’t worry too much – choose what fits your goals, and with dedication you will earn your wings either way!
5. Restrictions on Use and Privileges
Here’s where the two licenses differ quite significantly: what you, as a pilot, are allowed to do with each. The LAPL has more restrictions on its privileges compared to the PPL’s broader privileges.
Aircraft Types and Weight:
An EASA LAPL(A) allows you to act as Pilot in Command only on light aircraft: specifically, single-engine piston aeroplanes (land or sea) or touring motor gliders with a maximum certificated take-off weight of 2,000 kg or less, and with a maximum of 4 people on board (including the pilot). In practical terms, this covers most common general aviation trainers and leisure aircraft (Cessnas, Piper PA28s, light sport aircraft, etc.), but it excludes larger planes. The EASA PPL(A), on the other hand, is not limited to 2000 kg – it covers typical single-engine aircraft up to 5,700 kg (12,500 lbs) which is the usual class rating limit for SEP (Single-Engine Piston) aircraft. So a PPL holder can fly all the same planes a LAPL holder can, and even some bigger pistons (though most GA planes are under 2,000 kg anyway). If a PPL pilot gets a class or type rating for multi-engine aircraft, they could also fly twins or other class-rated aircraft. In short, LAPL is restricted to “lighter” aircraft only, whereas PPL can be used on a wider range (with appropriate ratings).
Passenger Carrying:
With a PPL, as soon as you’re licensed, you can carry passengers (friends, family, etc.) on non-commercial flights – there is no minimum additional flight time required beyond the license. A PPL pilot can occupy all seats of the aircraft as long as it’s within safe operating weight and balance. By contrast, a fresh LAPL pilot must first gain some solo experience before taking passengers. Under EASA rules, after obtaining a LAPL, you must complete 10 hours of flight as Pilot in Command (PIC) on your own (post-licence) before you’re allowed to carry passengers. During those initial 10 hours you’ll be flying solo (or with an instructor if you want additional training, but not with paying or non-paying passengers). Once you log that 10 hours PIC, you may carry up to 3 passengers (since max 4 persons on board) on your flights. This limitation is meant to ensure new LAPL pilots have a bit more practice before taking responsibility for others. PPL pilots don’t have this restriction – they are assumed to have more training hours (and a longer solo cross-country under their belt), so they are considered ready for passengers immediately.
Geographical Limitations:
Perhaps one of the most crucial differences: The EASA LAPL is not an ICAO-compliant license, meaning it is valid only within EASA member states (Europe). You cannot use an EASA LAPL to fly an aircraft in, say, the USA or Australia, nor can you rent an aircraft abroad with just a LAPL, because countries outside the EASA system do not recognise it as a valid license. Even within Europe, the LAPL is only automatically accepted by EASA countries. (As of now, the UK, though no longer in EASA, has opted to accept EASA LAPLs in its airspace as well, and vice versa, but this is a special mutual arrangement). On the other hand, an EASA PPL is compliant with ICAO standards for a Private Pilot License and is recognised worldwide. This means a pilot with an EASA PPL can fly outside Europe, either by directly flying an EU-registered aircraft abroad or by converting or validating their license in another country if needed. For example, an EASA PPL holder visiting the US can, after some paperwork, rent and fly a US-registered aircraft (FAA recognises foreign PPLs for the issuance of temporary validations). With an EASA LAPL, this would not be possible – you’d need to upgrade to a PPL for international use. So, LAPL = Europe-only; PPL = worldwide privileges.
Operating Conditions (Day/Night/VFR):
Both LAPL and PPL are Visual Flight Rules (VFR) licenses, meaning you are restricted to flying in good weather conditions (clear of clouds, with visual reference to the ground) by day. Night flying is not automatically allowed under either license without a night rating (an additional training module). However, one subtle difference: A PPL(A) can add a night rating and then use the license at night, including outside Europe. A LAPL(A) can also add a night rating (yes, EASA permits night flying on LAPL after the rating training), but you’d still be constrained to Europe. Both licenses require an Instrument Rating to fly in instrument meteorological conditions, which a LAPL cannot obtain (more on this later). Additionally, EASA regulations specify weather minima for VFR that apply to all pilots (for example, minimum visibility and cloud clearance distances) – these are the same for LAPL or PPL in practice. One nuance: some sources indicate LAPL holders must remain “in sight of the surface” during VFR flight, but this condition actually applies to all VFR pilots under certain airspace classes in Europe. So there’s no extra weather restriction on LAPL beyond standard VFR.
Non-Commercial Status:
Both the LAPL and PPL are private licenses for non-commercial flying. This means you cannot be paid as a pilot to fly passengers or cargo with either license. You can share the direct costs of a flight with passengers (cost-sharing flights are allowed) but you can’t make profit. One exception for PPL: if you become a flight instructor or examiner, you are allowed to receive payment for flight instruction or exam duties. Obviously, to do that you’d need additional instructor qualifications. But a plain PPL without instructor ratings cannot be compensated for flying services. The LAPL has no instructor/examiner privileges (and as we’ll see, you can’t add them on LAPL), so there is no scenario where a LAPL pilot is paid to fly. Essentially, both licenses are for personal/recreational flying only, not commercial operations. If your goal is to eventually fly commercially (airline, charter, etc.), you will need to continue training beyond PPL to higher licenses (CPL/ATPL).
Summary of Restrictions:
In a nutshell, the LAPL is a European recreational pilot license – you are limited to light single-engine planes, 3 passengers max (after 10 solo hours), flying in European airspace in VFR conditions. The PPL is a full private pilot license – you can fly virtually any appropriate aircraft (with proper ratings) anywhere in the world for leisure, without the passenger number or geographic restrictions. This greater freedom is a key reason many students opt for the PPL if they think they might fly abroad or just don’t want to be constrained later. On the other hand, if you know your flying will strictly be local hobby flying (e.g., just around your country on weekends in a two-seater), the LAPL’s limitations might not affect you at all.
6. Additional Ratings and Advancing Your Skills
After getting your initial license, you may want to add ratings or endorsements to fly in more conditions or different types of aircraft. Here’s how the possibilities differ for LAPL vs PPL:
LAPL(A) Additional Privileges:
The LAPL is somewhat limited in extendability. With a LAPL(A), you can add a Night Rating, which allows you to fly during nighttime in VFR conditions (still within Europe). Night rating training is the same for LAPL or PPL (typically 5 hours of night flying instruction). You can also add an Aerobatic Rating to a LAPL – EASA has an aerobatic privileges endorsement that can be obtained with additional training. Other possible additions include a Glider Towing or Banner Towing rating (to tow gliders or advertising banners) and a Mountain Rating for alpine airstrips; these are available to LAPL holders as well since EASA only requires a pilot license (LAPL or PPL) plus specific training for those privileges. What you cannot add to a LAPL are advanced ratings like an Instrument Rating or a Multi-Engine class rating, nor can you obtain an Instructor or Examiner qualification with only a LAPL. Essentially, the LAPL keeps you in the realm of daytime VFR (aside from night qualification) on single-engine props. It’s designed for simplicity, so the pathway to professional or very advanced flying isn’t supported. If down the road you decide you want to do serious instrument flying or fly commercially, you would need to upgrade to PPL (and then pursue instrument or commercial ratings from there).
PPL(A) Additional Privileges:
The PPL is far more flexible and upgradable. With an EASA PPL, you can add a variety of ratings such as:
Night Rating (NR) – for night VFR flight (common first addition for many PPL holders).
Instrument Rating (IR) – which allows flight under instrument flight rules (in clouds/bad weather). EASA offers a full IR as well as a simplified “Basic Instrument Rating (BIR)” for private pilots; these require substantial training and passing additional theory exams, and they are only available to PPL (not LAPL) holders.
Basic Instrument Rating (BIR) – another limited instrument flying option.
Multi-Engine Piston (MEP) Rating – to fly twin-engine aircraft.
Seaplane Rating – to fly seaplanes (float planes) if not already covered.
Turbojet or other type ratings – if you ever get the chance to fly a type-certificated jet or turbine aircraft privately, a PPL can be endorsed with type ratings (though this is rare for private pilots and usually requires specific training courses).
Aerobatic, Towing, Mountain Ratings – just like LAPL, PPL can add these and more.
Flight Instructor (FI) or Assistant Flight Instructor – with additional courses and meeting certain experience prerequisites, a PPL holder can become a flying instructor and legally teach LAPL or PPL students (you must also have a Class 1 medical if you want to be paid as an instructor). In fact, instructing is one of the only ways a PPL holder can be compensated in aviation.
Commercial Pilot License (CPL) – while not an add-on “rating” to PPL (it’s a separate higher license), a PPL is the stepping stone to a CPL. You cannot go for a CPL(A) until you have a PPL(A) and meet experience requirements. A LAPL cannot be used to directly obtain a CPL.
In summary, a PPL opens the door to all advanced flying qualifications, whereas a LAPL is more of an end in itself for recreational flying (with a couple of minor add-ons like night or aerobatics). If you think you might one day want to fly in clouds or become an airline pilot, the PPL is the required foundation. For example, an instrument rating explicitly requires at least a PPL as a baseline (LAPL is not sufficient). Similarly, professional training (CPL/ATPL) requires a PPL first.
Upgrading LAPL to PPL:
It’s worth noting that EASA provides a straightforward path to upgrade a LAPL(A) to a PPL(A) if you choose to do so. Essentially, the pilot must complete the additional training difference (minimum 15 more flight hours including at least 10 hours of dual instruction, 4 hours solo of which 2 are solo cross-country to meet the PPL 150 nm requirement). In other words, you’d need to bring your total flight experience up to PPL standards and then take the PPL skill test. The theory exams are credited (no need to retake since you passed them already for LAPL). So upgrading involves some extra flying practice and the bigger solo cross-country, then a PPL checkride. Many LAPL holders do this if they find they want an instrument rating or to fly outside Europe. The convenience is that you can start with LAPL (less cost initially) and later convert when ready, rather than doing all 45 hours up front. Just remember to budget for those extra hours when the time comes. Flying those additional hours will help expand your experience to PPL level.
To illustrate: imagine you got your LAPL in 30 hours. After flying for some time, you decide to go for a PPL. You’d enroll in a PPL course and complete at least 15 more hours of training (making sure you cover any exercises that perhaps weren’t in the LAPL test, like instrument reference flying). You’ll especially need to do a solo navigation of 150 nm with 2 stops (if you hadn’t done that already). Once your instructor feels you meet PPL standards, you take the PPL skill test. Upon passing, you’ll be issued a PPL license. This upgrade path is commonly used and EASA allows full credit of your prior LAPL experience toward PPL requirements. So, when choosing LAPL vs PPL, think about these future possibilities. If you’re certain you only want simple day/VFR flying in light aeroplanes, LAPL’s lack of advanced ratings might not bother you. But if you want the option to grow in aviation, the PPL is the way to go. Many pilots say it’s better to invest a bit more time/money initially in PPL rather than find yourself “capped” by LAPL later– but again, it depends on personal goals.
7. Validity and International Use
License Validity Period: Under EASA rules, pilot licenses themselves (both LAPL and PPL) are technically non-expiring lifetime licenses. Once issued, your license is valid indefinitely. However, the privileges must be kept current. This means you have to meet certain recent flight experience requirements to exercise the privileges (and if you don’t, you may need a proficiency check to regain them). The difference lies in how you maintain currency:
For LAPL(A), the rule for carrying passengers is that you need to have done at least 12 hours of flight time (as PIC) in the last 24 months, including 12 take-offs and landings, and refresher training of at least 1 hour with an instructor. If you haven’t, you must fly with an examiner to regain privileges. This is somewhat more flexible since it’s over a 2-year window and no formal “rating revalidation” paperwork is needed; you essentially self-certify by flying enough (the instructor hour is a must within those 24 months). It’s designed for simplicity for leisure pilots.
For PPL(A), your privileges come with class ratings (e.g., SEP – Single Engine Piston landplane rating) that are valid for 2 years. To revalidate an SEP rating, you typically need to have flown 12 hours in the last 12 months of that period (with 6 hours as PIC) and do 1 hour of flight training with an instructor (or instead, pass a proficiency flight test with an examiner). This is usually documented and signed in your license by an instructor or examiner. It’s a bit more formal process than LAPL’s method. Essentially every 2 years you either meet the hours + instructor flight requirement or take a proficiency check. PPL holders who fly regularly won’t find this difficult; those who don’t may have to plan a refresher flight.
The bottom line on currency: The LAPL has slightly less stringent or more pilot-friendly currency requirements for private flyers (spread over 24 months, and you don’t need an examiner check if you meet them). The PPL’s currency requirements are a bit more demanding in terms of scheduling (within 12 months of expiry) and paperwork, but they ensure a standard is maintained. If you plan to fly often, either license is fine; if you might have long breaks in flying, note that the LAPL explicitly requires some minimum recent hours too, so neither can be neglected indefinitely without refreshers.
Where Can You Fly?:
As touched on in the restrictions, an EASA PPL can be used globally, while an EASA LAPL cannot. An EASA PPL allows you to fly EASA-registered aircraft anywhere in the world (for example, you can take a French-registered plane and fly to other continents, subject to permissions to enter foreign airspace of course). You can also fly a local (foreign-registered) aircraft in another country if that country validates or accepts your license. Most countries accept an ICAO PPL for private flying – for instance, many EASA PPL holders go on holiday in the USA and rent a plane there by obtaining a short-term FAA validation. This international recognition is a major advantage of the PPL.
The LAPL, being a purely EASA construct, is only accepted in EASA member states’ airspace. In practical terms, with a LAPL you can fly any EASA-registry aircraft within Europe. You cannot fly in the U.S. or other non-EASA jurisdictions. If you attempted to, you’d be considered unlicensed in those places. If there’s any chance you’ll want to fly on another continent or even move to another country outside EASA, a LAPL would require you to upgrade or convert before you can fly there. Also, note that even within Europe, a LAPL is tied to EASA registration aircraft. If you wanted to fly, say, a friend’s N-registered (USA) plane around Europe, technically you’d need an FAA license for that, since your LAPL only directly covers EASA planes.
ICAO Compliance:
The PPL follows ICAO Annex 1 standards for a private pilot license, which is why other ICAO member states recognise it. The LAPL does not meet ICAO PPL standards (mainly because of its reduced hours and limits), so it is a strictly intra-Europe license. That’s an important consideration for long-term usefulness of the license. Some pilots have even encountered issues trying to use an EASA LAPL in certain non-EASA European countries or territories. Always check if you plan to venture beyond EASA land.
However, within EASA countries, both licenses are equally valid to rent aircraft and fly. For example, a German-issued EASA LAPL is valid to fly an aircraft in France or Spain (all EASA states), just as a French-issued EASA PPL is valid in those countries. You do not need to convert or do anything extra – one of the benefits of EASA is the common licensing system across member states. So if your aim is to enjoy flying trips across Europe (but not beyond), an LAPL will serve you just fine for that. You could fly from Germany to Italy to Greece on a LAPL without issue, as long as you remain in VFR conditions and follow the limitations (aircraft weight, etc.).
Summary:
PPL = internationally recognised, transferable, and the license comes with formally managed ratings that need revalidation every 2 years. LAPL = Europe-only, and relies on keeping track of hours for currency. Both are lifelong licenses, but you must remain medically fit and maintain flying practice to actually use them. If you move out of Europe or foresee flying in other countries, a PPL is far more convenient. If you’ll stay within the EASA umbrella, a LAPL is sufficient for European flying adventures.
8. Medical Requirements
To start flight training and certainly to get your license issued, you must hold an appropriate medical certificate declaring you fit to fly. The medical standards differ for LAPL and PPL:
EASA LAPL Medical (Class LAPL):
The LAPL has its own medical category, often just called a “LAPL medical.” It has less stringent medical requirements than the standard Class 2 medical for private pilots. The LAPL medical can be obtained through accredited general practitioners (family doctors) in some countries, not only specialized Aeromedical Examiners, making it more accessible. The health criteria are somewhat relaxed – for example, tolerances for vision correction, some chronic conditions, etc., are a bit more lenient than for Class 2. The philosophy is that someone who might not meet full private pilot medical standards might still fly safely as a leisure pilot with limitations. If you’re younger than 40, a LAPL medical certificate is typically valid for 60 months (5 years); if you’re 40 or older, it’s valid for 24 months before renewal is needed (similar intervals to Class 2, actually). To give an idea of requirements: you’ll undergo a basic physical exam, eyesight test, and medical history review. If you have conditions like well-managed diabetes or slightly higher blood pressure, you might pass LAPL medical but possibly not Class 2 – this can be a deciding factor for some choosing LAPL. The key takeaway is LAPL medical standards are lower – making the license attainable for more people health-wise. In fact, that is one stated reason EASA created LAPL, to allow those who cannot get a Class 2 to still enjoy flying.
EASA Class 2 Medical:
For the PPL, you need at least a Class 2 medical certificate (the standard private pilot medical) issued by an Aeromedical Examiner (AME) or aviation medical center. The Class 2 exam is more comprehensive than the LAPL medical. It includes checks like: vision tests (including color vision), hearing test, ECG (electrocardiogram) for heart health for certain ages, lung function, blood pressure, blood/urine tests, etc. It is somewhat akin to a thorough physical. The standards are stricter – for example, certain heart conditions, uncontrolled diabetes, or epilepsy would disqualify a Class 2 (and likely also LAPL, to be fair, but Class 2 has stricter cut-offs). If you’re under 40, a Class 2 is valid for 60 months; ages 40-49 it’s 24 months; 50 and above it’s valid 12 months (for PPL privileges) before you need renewal exams. The majority of healthy individuals have no problem obtaining a Class 2. If you can’t meet a Class 2 standard, you might try for a LAPL medical if the issue is borderline. Keep in mind, if you aim for professional flying, you’ll eventually need a Class 1 medical, which is even more strict, but you don’t need Class 1 for PPL – Class 2 is enough to start.
It’s important to get your medical certificate early – ideally before or soon after starting training, just to ensure you are eligible. There’s nothing worse than doing a bunch of lessons only to find a medical issue blocks your license. So, if you’re considering LAPL vs PPL, a good step is to go for a Class 2 medical exam. If you pass Class 2, great – you have the choice of either license freely. If you do not pass Class 2 but do pass LAPL medical standards, then that steers you toward LAPL as your only option. Many older pilots or those with certain medical conditions choose LAPL for this reason – the “significantly lower demands” of the LAPL medical make it possible for them to fly.
To summarize: LAPL medical = less strict, can be done by approved GPs, suitable for private leisure only; PPL medical = EASA Class 2, stricter, done by aviation medical examiners. Both require periodic renewal. The medical fitness requirement is crucial for safety – you must be in reasonably good health to safely pilot an aircraft. However, don’t be intimidated: thousands of people of all ages pass these medicals. If you maintain an average level of health, you should be fine for either. If you have a specific health concern, consult an AME or doctor before committing to training – they can advise if it’s likely to be an issue for Class 2 or LAPL criteria.
One more note: If you start with a LAPL medical and license, then later upgrade to PPL, you’ll need to obtain a Class 2 medical by that time. Also, a PPL pilot may choose to exercise only LAPL privileges if at some point they can only get a LAPL medical – an interesting quirk is an EASA PPL holder can fly as PIC under LAPL restrictions with just a LAPL medical (because medically they don’t meet Class 2). But you wouldn’t get the full PPL privileges in that case. So the medical can effectively limit you if it degrades.
9. Who Should Train for Each License?
Choosing between the EASA LAPL and PPL ultimately comes down to your personal goals, budget, time, and future plans. Here are some factors and typical scenarios to help decide:
Your Flying Goals:
If you dream of a career in aviation (airline pilot, commercial flying, etc.), or even remotely think you might want to pursue advanced ratings like an instrument rating or multi-engine, you should go for the PPL. The PPL is the necessary stepping stone to all professional licenses and advanced training. On the other hand, if you only ever want to fly for fun, purely as a hobby, and only small planes, and you’re sure you won’t need things like an instrument rating, then a LAPL will serve you well. The LAPL was introduced to cater to recreational pilots who don’t need the extra privileges.
Where You Want to Fly:
If you plan to fly outside of the EASA region – for example, you might move to another country or you want the ability to fly on vacation abroad – the PPL’s international recognition is indispensable. A PPL gives you the freedom to fly worldwide (with some paperwork). If you are confident that you’ll only fly within your home country or Europe, and have no desire for international flying, a LAPL is perfectly fine. Many pilots in Europe never fly outside their country except maybe a nearby country or two; a LAPL covers that use-case fully.
Budget and Time Constraints:
If you have a tight budget or limited time to train, the LAPL’s lower hour requirement can be attractive. It can get you licensed to fly in fewer hours (potentially saving a few thousand Euros in training costs). For someone who cannot commit to 45-60 hours of training (maybe due to work schedule or finances), doing 30-35 hours for a LAPL might be more feasible. Additionally, the ongoing costs might be slightly lower (medical renewals could be cheaper, and if you fly less to stay current it might suffice). However, consider long-term: if you get LAPL and then later need PPL, you might end up spending more in total by doing the extra training later. But if you’re unsure you’ll even continue flying beyond a certain point, LAPL is a smaller initial investment.
Medical Considerations:
As discussed, if you cannot qualify for a Class 2 medical but can get a LAPL medical, then the LAPL is your only option to fly as pilot in command. This often affects older candidates or those with certain medical histories. The LAPL’s existence is great because it opens aviation to more enthusiasts who otherwise might be grounded. Conversely, if you easily qualify for a Class 2, that door is open for PPL.
Desire for Passengers and Travel:
Do you anticipate you’ll want to share flights with friends and family frequently? Both licenses allow that, but remember a new LAPL pilot must solo 10 more hours before passengers. If you want to be able to carry people immediately and perhaps on longer trips, PPL has the edge. Also, with PPL you can fly higher-performance aircraft (with proper sign-offs) which might carry more people. For example, if one day you aim to co-own a 4-seater aircraft and take 3 friends on holiday trips, PPL is more fitting. If you’re content with 1-2 passengers on short local flights, LAPL suffices.
Upgrading Later:
Think about whether you’re the type of person who might “get hooked” and want to expand your flying later. Some people start flying not knowing how far they’ll go; some just want to fly a light plane and are satisfied with that. Others catch the aviation bug and keep training further. If you suspect you’ll want to add skills (like instrument flying or bigger planes), it’s often advised to start with PPL if possible. If you truly just want the occasional sunny weekend flight and nothing more, LAPL is a good match. Remember, you can upgrade LAPL to PPL later by doing the additional training, but it will require more time and money at that stage. Some flight schools and instructors might actually counsel new students in this decision – they may suggest doing the PPL outright if you can, to avoid limitations.
Age and Ambition:
There’s no age limit to learning to fly (beyond being 16 to solo, 17 for license). But consider that if you are young (late teens or 20s) and looking at a long future in aviation, investing in a PPL makes sense as it gives maximum flexibility for decades to come. If you are more advanced in age and mainly want to enjoy flying as a retirement hobby, the LAPL could be perfectly sufficient and the less strict medical is a plus. Likewise, if you intend to join an aero club or flying community, see what they recommend – some clubs have more LAPL holders, others focus on PPL.
Flight Training Environment:
In some cases, the availability of flight schools or instructors for each license might influence you. Almost all EASA flight schools offer PPL training; many also offer LAPL training. But a few might specialize in one or the other. If your local school bundles everything as PPL and doesn’t offer a separate LAPL program, you might lean towards PPL. If there’s a sport flying club that offers LAPL training on cheaper light aircraft, that could make LAPL training more accessible to you. The aircraft used for training can be the same for both (often a Cessna 152/172, Piper PA-28, or similar), but sometimes LAPL might be done on lighter modern LSAs or ultralights which can be more affordable. It’s worth asking.
In short:
Choose PPL if you want the widest privileges, an internationally valid license, and a foundation for advanced flying or career opportunities. Choose LAPL if your focus is leisure flying within Europe, you want to minimise training time/cost, or you need the more lenient medical standards. Neither choice is wrong – it truly depends on the pilot you aspire to be.
To quote a common sentiment:
"The PPL offers broader flying privileges and international recognition, making it suitable for those who aim for more flexibility or a pathway to a career in aviation. The LAPL, on the other hand, is ideal for individuals looking to enjoy the pleasure of flying lighter aircraft recreationally within Europe, with less stringent training and medical requirements."
10. Tips for Choosing the Right License
If you’re still on the fence, here are a few tips to help you decide between the EASA PPL and LAPL, distilled from the points above:
Consider Your Long-Term Aviation Goals:
Try to envision what you might want to do in a year or five years. Want to possibly fly in other countries, get an instrument rating, or go commercial? Then invest in the PPL now. If you strongly feel you’ll only ever need simple daytime flying for fun, LAPL could be your quick ticket to the sky.
Evaluate Your Budget and Schedule:
Be realistic about what you can afford – both in money and time. If the full PPL training is stretching your budget, there’s no shame in doing a LAPL and enjoying flying sooner. You can always incrementally train more later. On the other hand, if you can afford the PPL, its added value down the road might be worth the upfront cost.
Take a Trial Flight or Two:
Visit a local flight school and perhaps take an introductory lesson. Talk to instructors about LAPL vs PPL. Often, getting a feel for flying and consulting professionals can clarify what suits you best. Instructors might ask you about your goals and advise accordingly. They can also demystify the training process.
Medical First:
As mentioned, get your aviation medical exam early. If you pass a Class 2 easily, great – you have full choice. If not, see if you qualify for LAPL medical. Your medical eligibility could decide for you. It’s better to know in advance.
Remember You Can Upgrade:
If you start with LAPL, you’re not stuck with it forever. You can later build on it and upgrade to PPL when you’re ready. So if you want to start small and see how it goes, LAPL is a fine approach – you’ll still learn the same theory and core flying skills. Many people treat LAPL as a first step and then smoothly transition to PPL after gaining experience.
Join a Community:
Talk to members of local flying clubs or online forums of pilots in your country. Often, hearing experiences of other student pilots who chose LAPL or PPL can provide insight. For instance, some might say they got a LAPL and later regretted not doing PPL from the start because they needed to upgrade; others might say LAPL was perfect for their needs and saved them time. Real-world stories can inform your decision.
Think About Aircraft Access:
If you have a specific plane or type of flying in mind, ensure your license covers it. If your friend owns a 4-seat Cirrus or a vintage taildragger you hope to fly, PPL might be required (especially if the plane is over 2000kg or not an EASA-reg type). If you plan to join a gliding club and tow gliders occasionally, note that LAPL can add a towing rating too, so that could work. Match the license to the kind of aircraft and flying activities you anticipate.
No Wrong Choice:
Finally, remember that either license lets you pilot an aircraft and experience the freedom of flight! Both adhere to high safety standards under EASA. So, it’s not a life-or-death decision – it’s about optimising for your situation. Some new pilots actually start training without firmly deciding; they may register as a LAPL student and later convert mid-training to PPL if they decide to continue for the extra hours (or vice versa). Training hours can count towards either, so there is flexibility as you progress. The important part is taking the first step into the cockpit.
Conclusion:
The EASA LAPL and PPL are tailored to different pilot profiles but share the same fundamental aviation knowledge base. The LAPL is quick, cost-effective, and great for European recreational flying, whereas the PPL is more involved but unlocks greater privileges and global opportunities. Assess your goals, talk to instructors, and choose the path that aligns with your dreams. Whichever you choose, you’ll be embarking on an incredibly rewarding journey learning to fly. Blue skies and happy landings!
