Лицензирование пилотов в Великобритании: правила и изменения после Brexit.

Pilot licensing in the United Kingdom is regulated by the Civil Aviation Authority (CAA).

When the UK was part of EASA, pilots were licensed in accordance with EASA Part FCL (Flight Crew Licensing). The UK also issued the National PPL (NPPL). When the UK left EASA after Brexit, Part FCL was adopted into UK law as UK Part FCL. The UK continues to issue non Part FCL licences as well.

Currently British glider pilots do not require a CAA granted licence. Regulation of gliding is through the British Gliding Association and its affiliated clubs. However, from December 2023 they will require a CAA issued LAPL(S) (or the international Sailplane Pilot Licence (SPL)) to fly UK Part 21 sailplanes. The UK NPPL has close links with the gliding community and a gliding certificate can be converted. Gliding does not follow the PPL CPL ATPL progression. An SPL holder may operate commercially once they have completed 75 hours of flight time or 200 launches after the issue of their licence, and have passed a proficiency check with an examiner.

Balloon licensing does not follow the PPL CPL ATPL progression. The BPL (balloon pilot licence) is considered the equivalent of a Private Pilot Licence; however, BPL holders may operate commercially once they hold a commercial operation licence.

The light aircraft pilot licence (LAPL) is not an ICAO recognised licence, and offers similar privileges to those of the NPPL. It is not recognised outside the UK and has three variants for Aeroplanes, Sailplanes and Helicopters. It was introduced while the UK was a member of EASA, since the UK left the EASA system, it is no longer equivalent to EASA LAPLs.

The commercial pilot licence allows the holder to act as the pilot in command of an aircraft for valuable consideration in single pilot operations. It also permits the holder to act as a co pilot of a multi crew aircraft for which they are qualified subject to their (i) holding a valid certificate of multi crew co operation, (ii) having successfully completed an approved ATPL Theoretical Knowledge Course together with thirteen ATPL theoretical examinations, (iii) having a valid instrument rating and multi engine class rating. Applicants for a commercial pilot licence must be at least 18 years old, hold a valid UK Part FCL Class 1 medical certificate, have met the specified practical and theoretical training requirements laid down in UK Part FCL: including at least 200 hours' flying time (150 hours for applicants who have completed an approved course of aeroplanes) including 100 hours' flying experience acting as the pilot in command (abbreviated to 70 hours for applicants who have completed an approved course of aeroplanes), 20 hours' 'cross country' flying experience with at least one solo flight of not fewer than 300 nautical miles with full stop landings at two or more different aerodromes, 10 hours' instrument instruction of which no more than five may be instrument ground time and five hours of night instruction including five take offs and landings if the privileges are to be exercised at night.

In addition to their licence, a pilot will obtain one or more ratings. These are qualifications which allow a pilot to fly certain aircraft or in certain conditions. UK licences do not expire; however, to use the licence a pilot must have an appropriate rating.

A class rating specifies a broad class of aircraft can be flown. A type rating permits flight only on a single type or aircraft or a group of closely related types. To fly most light aircraft, a pilot must have a valid Single Engine Piston (SEP) or Multi Engine Piston (MEP) rating. These are class ratings. A Single Engine Piston rating lasts 24 months, when the pilot must pass a proficiency check with an examiner, or demonstrate meeting the minimum flight time and training requirements. The SEP (Land) rating is generally the first rating obtained by most pilots. This allows flight of single piston engined, non turbocharged, fixed pitch propeller, fixed tricycle gear, non pressurised land aeroplanes (with a few exceptions). SEP rating holders may undertake formal differences training from an instructor. There are seven categories of difference: tailwheel aircraft, retractable undercarriage, variable pitch propeller, turbocharged engine, EFIS (Electronic Flight Information Systems), single level operation and cabin pressurisation. There is no formal test for any difference training; the training is signed off as satisfactorily completed in the pilot's logbook by the instructor conducting the training. Other class ratings include Multi Engine Piston (MEP) landplane, Single and Multi engine piston seaplane, Single Engine Turbine (SET) and Touring Motor Gliders. There is no Multi Engine Turbine (MET) class rating, as multi engine turbine and all jet powered aircraft require a type rating. To add these to their licence a pilot must undergo a course of training and pass an additional skills test. Differences training is also required for certain complex features within these class ratings.

The Night Rating allows a pilot to fly at night. It does not expire. It is required for the ATPL.

An Instrument Rating allows a pilot to fly in Instrument Meteorological Conditions (IMC), under instrument flight rules (IFR). Otherwise they must remain in Visual Meteorological Conditions (VMC) at all times. Instrument ratings are issued for aeroplanes, helicopters and airships. An IR is required to act as a pilot on a scheduled flight. A single engine IR(A) course requires at least 50 hours of instrument time with an instructor. A multi engine IR(A) requires at least 55 hours instrument time with an instructor. The Competency Based Instrument Rating course is a reduced course which takes into account previous experience. It results in a full instrument rating. The Instrument Rating (Restricted) is a simplified version of the IR with fewer privileges. The IR(R) allows flight in IMC but only in certain classes of airspace and with restrictions on conditions for take off and landing. It is a national rating, meaning it is not ordinarily recognised outside the UK. For the PPL, a Class 2 Medical is required, which can be issued by an AeroMedical Examiner (AME). For the CPL, a Class 1 Medical is required. Initial Class 1 Medical examinations must be carried out by an Aero Medical Centre (AeMC), but revalidations can be issued by an AeroMedical Examiner. For UK licences other than Part FCL licences, a pilot may make a Pilot Medical Declaration (PMD) instead of gaining a medical certificate. PMDs are not automatically recognised outside of UK airspace.

To operate an Aircraft Radio Station in a UK registered aircraft, the pilot must hold a Flight Radiotelephony Operator's Licence (FRTOL).

The Flight Navigator's Licence allows the holder to act as flight navigator in any non Part 21 aircraft. None have been issued since 2012.

It is possible to convert licences issued by other ICAO States ("third countries") to UK licences. To sit the UK ATPL theoretical exams, it is required to take a theoretical training course, unless the applicant holds a third country ATPL.