For many aspiring pilots based in the UK who are thinking of getting a commercial pilot’s licence, they’ll soon be faced with the choice of getting only a UK CAA licence or obtaining an EASA licence well.
This guide is more relevant for aspiring pilots based in the UK, or Europeans who have the right to work in the UK, because if you’re based in Europe, getting an EASA licence is no-brainer, as it allows you to fly EASA registered aircraft from any member state.
As of writing this, one major low cost carrier and several smaller operators in the UK require an EASA licence to work with them, even in their UK bases.
Reasons to get an EASA licence:
- Opens up more job opportunities
- Allows you to work almost anywhere in Europe for those able and willing to relocate
Reasons not to get an EASA licence:
- Costs more
- Will take longer
- More paperwork
- You only plan to work for a UK-based operator
Important Considerations
- Who do you want to work for?
- Where do you want to work?
- Where do you have rights to live and work in? (This is VERY important because airlines often aren’t able to provide visas for inexperienced pilots)
When it comes to worldwide pilot job opportunities—whether in Asia, the Middle East, or elsewhere—note that both EASA and UK CAA licences are highly recognised and can generally be converted quite easily to a CPL of another country. Many pilots who started with one of these licences and are now working in airlines around the world.
My Route to Getting Dual UK and EASA licences
I went through a modular route and know that for a lot of other people who work in other careers, integrated training where you’re based full time at a school just wouldn’t work due to the time and financial commitment necessary.
Here I will talk about the steps involved, what I did, and what to avoid during your flight training.
Below are the major steps I took in chronological order to go from zero to getting both EASA and UK CAA CPL licences. Many of the below steps I did simultaneously.
- PPL
- Night Rating
- EASA ATPL exams
- Time Building
- Multi-Engine Piston (MEP) Rating
- UK ATPL Exams
- EASA Instrument Rating (IR)
- EASA Multi-Engine IR (MEIR)
- UPRT
- APS MCC Course
- CPL
- UK MEIR
PPL(A)
I had got my first PPL in about 2 months in the UK when the UK Civil Aviation Authority (CAA) was still part of EASA.
I then converted it to a Portuguese EASA PPL in 2020 after Brexit. I then reapplied for a UK CAA PPL before the cut off date in 2023, which was issued based on the fact that I previously held a UK PPL.
This option is no longer available. So you’ll have to get one PPL first and convert it, or get one CPL, followed by the other CPL by passing the required exams and skill test.
EASA ATPL Exams – I signed up with a school in Portugal in order to sit the 13 ANAC exams. Studied via distance learning and some in-person classes.
Time Building – Alongside my exams I did plenty of time building to keep my flying skills current.
Night Rating – Went to a Dual Approved School in Spain (5 hrs course)
MEP – Went to a dual approved school in the UK. It consisted of theoretical training, 6-hours of flight training and one skills test by a dual-approved examiner for both my licences.
ATPL Exams (2nd time for UK CAA) – At this point I decided to get the 13 UK CAA exams done as soon as possible, as the knowledge from the EASA ATPLs was still quite fresh.
Single-Engine Instrument Rating (SEIR for EASA licence) – I went to a Dual Approved School in Spain. The competency based IR route reduces the course length to 40 hours, and it was a combination of both simulator and flight training.
Multi-Engine Instrument Rating EASA – Did it the week after my SEIR skills test. The conversion course only required a minimum of 5 hours of sim and flight training.
Advanced Upset Prevention and Recovery Course (aUPRT) – Dual approved ATO near Cambridge, UK. It was a two day course (1 day of theory, 1 day of flying)
Airline Pilot Standard Multi-Crew Cooperation (APS MCC) – Dual Approved ATO in Cambridge, UK. Three week course done entirely in a fixed-based A320 simulator.
CPL – Did it at a Dual Approved ATO in Spain. Since I had a valid IR, the 25 hour CPL course can be reduced by 10 hours to become only 15 hours long.
I did the 15 hours training with with dual approved instructors. Then I took two skills test with two different examiners, one authorised by the UK CAA and the other authorised by EASA.
MEIR (UK CAA) – A minimum 10 hour course via the Competency Based IR route. This in my opinion, was the most difficult skills test. The skills test can only be done in UK airspace.
I have rights to live in both the UK and Europe, hence I eventually decided to get both CPLs, and I’m glad I did because I ended up getting hired for my first airline job in about 2 months after finishing everything.
My route definitely took longer and cost more than I expected, but circumstances, where I lived and worked during these years caused me to take a fairly unconventional route.
My Recommended Route to get Dual UK and EASA CPLs
- PPL + Night Rating
- ATPL exams
- IR (Restricted) – UK CAA only
- Single Engine IR (SEIR)
- Multi-Engine Piston (MEP)
- Multi-Engine IR (MEIR)
- CPL
- UPRT
- APS MCC Course
Before you start this journey, I would highly recommend getting a Class 1 medical done to make sure you’re eligible to get a full CPL which requires a huge time and financial commitment.
Many pilots careers have ended due to a medical condition that makes them ineligible to obtain a Class 1 medical which is quite stringent.
Getting a PPL requires a Class 2 medical. However, when you get a Class1 medical, which is valid for 1 year, you also get a Class 2 medical valid for 5 years, which will easily cover you for the PPL phase.
Here in the UK, there are aeromedical centres that offer combined initial EASA and CAA UK class 1 medicals, which can save you quite a bit of money.
Start with a PPL course for the country you most likely think you’ll end up working in. Do the night rating together or as soon as possible after getting your PPL.
Next sign up with a dual-approved ground school provider. The ground school provider I used, CATS, only required an ICAO PPL in order to sit both the EASA and CAA ATPL exams. Once you’re done with the ATPL exams, you have 3 years to finish the CPL skills test.
Start time building to stay current. Fly regularly, ideally several times a month. I thoroughly enjoyed cross-country flying and had many great experiences flying across the UK, Spain and Portugal with family and friends.
For UK PPL holders, once you get at least 25 hours of Pilot-in-Command (PIC) time required for an Instrument Rated (Restricted), I recommend doing that. The course is short and will allow you to start building flight time under IFR, which can count towards your full IR via the Competency Based IR route. You’ll also build time towards the 100 hours PIC time required for a CPL.
UPRT Course – Sharpens up your handling skills massively and is now required by airlines.
Single Engine IR – The Instrument Rating is one of the hardest parts of flight training and requires very good handling skills and knowledge. You’ll need to have 50 hours as PIC of cross-country time, a Class 1 medical and have finished the ATPL exams or IR exams.
MEP Rating – Go to a dual approved ATO for the MEP rating. You’ll need 70 hours PIC time before starting this course. Hours in a Multi-Engine aircraft can get very expensive, so I don’t recommend repeating this course twice, as one skills test can count towards both licences.
MEIR – Do this right after the MEP rating. Things happen a lot quicker in a Multi-Engine aircraft and the MEIR skills test can be quite demanding. You want to feel very comfortable in the aircraft, so I would say the less breaks you have at this stage, the better. The UK MEIR skills test needs to be done in UK airspace, and the EASA one in European airspace. Do them soon as possible after each other.
CPL – The CPL course becomes a 15 hour course if you have a valid IR. Before taking a CPL skills test you require 200 hours of total flight time and 100 hours as PIC. Hopefully all the above training and time building brought you to this point.
APS MCC – The 40 hour APS MCC course is the last course I recommend to get you ready for airline operations.
There’s no problem if you just want to get one licence first and try your luck. However, if you later decide to pursue getting a second EASA or UK CAA license, it may cost significantly more. Especially if it means repeating some of the courses.
I hope this clears up some doubts about obtaining dual licences via the modular route. Regulations change, so always double-check the requirements with the relevant authority. Good luck and feel free to message me with your thoughts, feedback or questions!