Microlight hours for CPL

KwackerJack

I am currently half way through my PPL and will hopefully be soon building hours for the CPL

Does anyone know if some flight hours in a Microlight count towards CPL

Currently have a Roko NG4 to fly when I get the PPL and obviously the cost is a lot lower to fly than a C152 / C152

phonypony

KwackerJack wrote: »

I am currently half way through my PPL and will hopefully be soon building hours for the CPL

Does anyone know if some flight hours in a Microlight count towards CPL

Currently have a Roko NG4 to fly when I get the PPL and obviously the cost is a lot lower to fly than a C152 / C152

I seem to remember it being 10% of hours up to a maximum of 10 hours

KwackerJack

phonypony wrote: »

I seem to remember it being 10% of hours up to a maximum of 10 hours

I was thinking that....I know the 10 hours counts from PPL(M) to PPL (A) but I was not sure if it was the same for CPL

pepe the prawn

KwackerJack wrote: »

I am currently half way through my PPL and will hopefully be soon building hours for the CPL

Does anyone know if some flight hours in a Microlight count towards CPL

Currently have a Roko NG4 to fly when I get the PPL and obviously the cost is a lot lower to fly than a C152 / C152

Do you mean would the hours in a microlight count towards the hour building requirement to start the CPL training?

martinsvi

under EASA you can count up to 10 microlight hours towards a PPL but not for a CPL. For a CPL(A) you can count:

30 hours in helicopter, if you hold a PPL(H)
or
100 hours in helicopters, if you hold a CPL(H)
or
30 hours in TMGs or sailplanes
or
30 hours in airships, if you hold a PPL(As)
or
60 hours in airships, if you hold a CPL(As).

In FAA world, as long as the microlight is above a certain weight it will classify as a LSA therefore you can add those hours, get a FAA CPL and then convert it to EASA

having said that I would still ping an email to IAA, there are a few bits that keep changing all the time.. In fairness, I can't see how airship hours would be more relevant than a microlight so there is some injustice going on..

KwackerJack

martinsvi wrote: »

under EASA you can count up to 10 microlight hours towards a PPL but not for a CPL. For a CPL(A) you can count:

30 hours in helicopter, if you hold a PPL(H)
or
100 hours in helicopters, if you hold a CPL(H)
or
30 hours in TMGs or sailplanes
or
30 hours in airships, if you hold a PPL(As)
or
60 hours in airships, if you hold a CPL(As).

In FAA world, as long as the microlight is above a certain weight it will classify as a LSA therefore you can add those hours, get a FAA CPL and then convert it to EASA

having said that I would still ping an email to IAA, there are a few bits that keep changing all the time.. In fairness, I can't see how airship hours would be more relevant than a microlight so there is some injustice going on..

The mind boggles......Heli's are obviously harder to fly however just because you can fly a heli does not mean you can fly fixed wing.

Also sail & motor aircraft are just the same as a microlights obviously without powdered flight 100% of the time

So heli's - sailplanes and airship hours can count but not microlight??

The Roko NG4 is more advanced then any training aircraft I will fly bar the 737 / A320 / ATR etc

martinsvi

I agree, but I think the root of the problem is that Microlight licence is a national licence whereas all other are EASA licenses. This basically means that there could be some countries in EASA land that issue microlight licences with very little to no training at all which then means that these hours are gained in a silly manner without exercising proper knowledge or skills..

however I do believe that there might be a bit of leeway in how each country interprets these requirements and if you get your flying done with your PPL(A) in an NG4, and apply for your CPL in Ireland, I suspect they might turn a blind eye on it. They're there to help you. IAA are an expensive bunch, but my dealings with them so far have been only positive (they have interpreted some of the gray area rules in my favour anyway) Why don't you write an email to IAA explaining your situation and see what they say. NG4 is definitely a fantastic machine and I would chose it over C152 any day of the week

KwackerJack

martinsvi wrote: »

I agree, but I think the root of the problem is that Microlight licence is a national licence whereas all other are EASA licenses. This basically means that there could be some countries in EASA land that issue microlight licences with very little to no training at all which then means that these hours are gained in a silly manner without exercising proper knowledge or skills..

however I do believe that there might be a bit of leeway in how each country interprets these requirements and if you get your flying done with your PPL(A) in an NG4, and apply for your CPL in Ireland, I suspect they might turn a blind eye on it. They're there to help you. IAA are an expensive bunch, but my dealings with them so far have been only positive (they have interpreted some of the gray area rules in my favour anyway) Why don't you write an email to IAA explaining your situation and see what they say. NG4 is definitely a fantastic machine and I would chose it over C152 any day of the week

I'll give the IAA buzz and see what they say.

for now I will stick with the C150 until I have the PPL(A) as this is what the school has. However once I am off on my own the NG4 will save me 1300 every 10 hours flown!!

C172 is approx. €200 wet and say a Eurostar is approx €70 depending where you go.

Considering I am only paying for the fuel with the NG4 at 9 litres per hour v a Cessna C152 / 150 that's burns 15 litres I'll be saving a good bit to then throw at CPL-ME-MEIR

Some say you can get as low as 9L is a 152 but I'm sceptical

martinsvi

two thoughts - 1) don't call but write! If they're saying you're fine with NG4, you need that in writing!
2) your fuel figures are a bit off.. NG4 will burn something around 12-14 liters, where as a C150 does 20-24 lph..

pepe the prawn

KwackerJack wrote: »

Some say you can get as low as 9L is a 152 but I'm sceptical

I suspect that if you tried to lean a 152 out to 9L per hour then you'd most certainly burn the valves and valve guides out of it and/or induce fuel starvation leading to loss of power and susbsequent engine failure..

Stovepipe

If you are in EINC, then have a look around the aircraft owners once you get your license and see if you can build hours cheaper than school rates. If you split the costs of a long cross country and put up a few hours, you'll save money.