EASA Part-FCL: Flight Crew Licensing Regulations

Part-FCL (Flight Crew Licensing) is one of the central regulatory pillars of the EASA system. It defines how pilot licenses are issued, what training is required, how ratings are added and kept valid, and what standards examiners and training organizations must meet. For anyone training, flying, or instructing under EASA, Part-FCL is the rulebook in the background of almost everything you do.

Introduction to Part-FCL

Formally known as Commission Regulation (EU) No 1178/2011, Part-FCL replaced the older JAR-FCL framework in 2012. The key idea was harmonisation: one set of licensing rules applied consistently across all EASA member states, instead of a patchwork of slightly different national systems.

In practical terms, Part-FCL defines the requirements for PPL, CPL, ATPL, LAPL and MPL; sets out how ratings such as IR, ME and type ratings are issued and maintained; and links licensing to medical requirements, training standards and examiner qualifications. The result is a common, transparent framework for pilot competency in Europe.

Structure of Part-FCL

Part-FCL is organised into subparts, each dealing with a particular area of flight crew licensing.

Subpart A – General Requirements

Covers common rules such as minimum age, medical fitness references, language proficiency, training and experience baselines, and the responsibilities of licensing authorities.

Subpart B – Private Pilot Licence (PPL)

Describes PPL privileges and limitations, the required training syllabus, minimum flight times, skills test content and how a PPL is kept valid.

Subpart C – Commercial Pilot Licence (CPL)

Sets out CPL privileges, required experience, theoretical knowledge level and skills test standards.

Subpart D – Instrument Rating (IR)

Defines IR requirements, including course structure, modular and competency-based paths, minimum hours, and validity and revalidation rules.

Subpart E – Multi-Pilot Licence (MPL)

Focuses on integrated airline training programmes using a competency-based philosophy tailored to multi-crew airline operations.

Subpart F – Instructors and Examiners

Covers certificates such as FI, TRI and CRI, together with entry requirements, privileges and revalidation criteria for instructors and examiners.

Subpart G – Operational Aspects

Deals with responsibilities as PIC, passenger-carrying conditions, recent experience requirements and record keeping from a licensing perspective.

Subpart H – Additional Ratings

Includes ratings such as night, aerobatic, mountain or towing, and explains how these are obtained and maintained.

Key License Types Under Part-FCL

Part-FCL defines several core license levels, each with its own privileges and requirements.

Light Aircraft Pilot Licence (LAPL)

The LAPL is an entry-level licence for non-commercial flying in light aircraft. The minimum age is 17, and a LAPL medical is sufficient. Privileges are limited to smaller aircraft (typically single-engine up to 2,000 kg MTOM) and generally to EASA member states.

Private Pilot Licence (PPL)

The PPL is the classic private licence for non-commercial flying. Minimum age is 17, with a Class 2 medical required. Training involves at least 45 hours of flight time (reduced to 35 hours in some integrated courses), plus a skills test and theory examinations. The PPL can be extended with night, IR and other ratings but does not allow commercial remuneration.

Commercial Pilot Licence (CPL)

The CPL is the first professional licence level. The minimum age is 18, and a Class 1 medical is required. Pilots must meet minimum total time requirements (typically 200 hours in modular training or 150 in integrated courses), including cross-country, instrument and night experience. CPL privileges allow pilots to act as PIC or co-pilot in commercial operations within the scope of their ratings.

Airline Transport Pilot Licence (ATPL)

The ATPL represents the highest licence level under Part-FCL. Minimum age is 21, with full ATPL privileges as PIC on multi-pilot commercial aircraft obtained once experience thresholds are met (usually 1,500 hours total time). A Class 1 medical and successful completion of the 14 ATPL theoretical knowledge exams are mandatory. Until all experience criteria are reached, pilots operate with a “frozen ATPL” (CPL/IR/ME plus ATPL theory credit).

Training Requirements

Training Organizations

Training courses under Part-FCL are delivered either by:

Approved Training Organisations (ATOs) – approved under Part-ORA, typically used for professional training and more complex courses; or
Declared Training Organisations (DTOs) – under Part-DTO, primarily for simpler courses such as LAPL and PPL.

ATOs must have approved syllabi, qualified instructors, suitable aircraft and simulators, and a quality system, and are monitored by the national aviation authority.

Training Credits and Recognition

Part-FCL allows certain forms of credit:

Previous military flying may count towards civilian requirements, subject to evaluation.
Foreign licences from some third countries can be converted, though additional exams or checks are usually required.
Existing civilian experience can reduce training volumes where Part-FCL explicitly permits credit, for example when adding ratings or upgrading licences.

Theoretical Knowledge Requirements

ATPL Theoretical Knowledge

The ATPL theory syllabus is divided into 14 subjects, including:

Air Law
Aircraft General Knowledge (Airframe/Systems/Powerplant) ^[?]
Instrumentation ^[?]
Mass and Balance ^[?]
Performance ^[?]
Flight Planning ^[?]
Human Performance and Limitations ^[?]
Meteorology
General Navigation ^[?]
Radio Navigation ^[?]
Operational Procedures ^[?]
Principles of Flight ^[?]
VFR/IFR Communications

Candidates must score at least 75% in each exam, complete all exams within 36 months of their first sitting, and have up to four attempts per subject. Once all ATPL exams are passed, the credit remains valid for seven years for the purpose of issuing the licence.

Instrument Rating (IR) Requirements

The Instrument Rating is regulated under Part-FCL but described in its own dedicated sections.

IR Training Structure

In the modular path, candidates need a defined amount of PIC cross-country time, instrument training (a mix of aircraft and simulator hours), and instruction by a suitably qualified instrument instructor. Integrated courses combine CPL and IR training in a single programme with slightly different hour requirements.

A competency-based IR (CB-IR) option exists, which allows credit for previous instrument experience and focuses more on demonstrated proficiency than on strict hour counts, within the regulatory limits.

IR Privileges

The IR authorises flight under IFR in IMC, and is typically required for commercial fixed-wing operations in Europe. It must be attached to a suitable class or type rating and is subject to annual proficiency checks.

Medical Certification

Part-FCL itself does not define all medical standards but references Part-MED, while clarifying which medical class is required for each licence.

Class 1 medical – required for CPL, ATPL and MPL.
Class 2 medical – sufficient for PPL and, in some cases, LAPL.
LAPL medical – a simplified standard that can be issued by authorised general practitioners for LAPL holders.

For detailed medical standards, see EASA Medical Requirements.

Ratings and Certificates

Class and Type Ratings

Part-FCL distinguishes between class ratings and type ratings:

Class ratings cover groups of similar aircraft, such as SEP (single-engine piston) or MEP (multi-engine piston), and usually have a validity of 24 months.
Type ratings apply to specific aircraft types, typically all turbojets and aircraft above 5,700 kg MTOM, and are normally valid for 12 months.

Both require initial training and a skills or proficiency check. Revalidation is done via a proficiency check or, in some cases, a combination of experience and refresher training for class ratings.

Additional Certificates and Courses

Part-FCL also regulates:

Multi-Crew Cooperation (MCC) – mandatory before first multi-pilot type rating; focuses on CRM, communication and crew coordination, usually without a separate exam.
Upset Prevention and Recovery Training (UPRT) – required for professional licences to address loss-of-control risks.
Other ratings such as night, aerobatic, mountain and towing, each with specific entry and training requirements.

Licensing Process

For a typical professional pilot, the Part-FCL path from zero experience to a frozen ATPL follows a recognisable sequence:

Obtain a Class 1 medical.
Complete ATPL theoretical knowledge (14 exams within 36 months).
Undertake CPL training, meeting total time and experience requirements.
Add an Instrument Rating, passing the IR skills test.
Obtain a multi-engine rating if not already completed during CPL/IR.
Complete MCC.
Apply for the frozen ATPL (CPL/IR/ME with ATPL theory credit).

For a detailed, step-by-step overview, see EASA Licensing Process.

Continuing Validity and Revalidation

Licenses issued under Part-FCL do not expire, but the accompanying ratings, certificates and medicals do.

Type ratings are generally valid for 12 months and require a proficiency check for revalidation.
Class ratings such as SEP/MEP are typically valid for 24 months, with revalidation by proficiency check or, in some cases, by experience plus refresher training.
Instrument Ratings are valid for 12 months and renewed by IR proficiency check.
Instructor and examiner certificates are normally valid for 36 months and require evidence of recent activity plus refresher training.

In addition, pilots must meet recent experience requirements (for example, three take-offs and landings in the preceding 90 days to carry passengers by day on a given class or type).

EASA Learning Objectives for Part-FCL

Within the ATPL learning objectives, Part-FCL knowledge is grouped mainly under LO 010:

LO 010.01 – Regulatory framework: how Part-FCL fits into the wider EASA system and its relationship with other regulations.
LO 010.02 – Licences: minimum age, experience and knowledge requirements, privileges, limitations, validation and conversion.
LO 010.03 – Ratings and certificates: conditions for issue, validity and revalidation of class, type and instrument ratings and additional ratings.
LO 010.04 – Training and testing: requirements on ATOs/DTOs, examiners, skills tests and proficiency checks.

Exam Tips and Common Question Areas

Exam questions on Part-FCL often focus on:

Minimum ages and flight time requirements for each licence level.
Which medical class is required for which licence.
Validity periods for class ratings, type ratings and IRs.
Time limits for completing ATPL theory and how long exam credits remain valid.
Recent experience rules and differences between licence validity and rating validity.

Candidates frequently lose points by mixing up integrated and modular hour requirements, or confusing the indefinite validity of the licence itself with the limited validity of ratings and medicals.

Practical Application

Career Planning

A good understanding of Part-FCL helps you:

Decide between integrated and modular training paths,
Plan when to take each step in the licensing process,
Budget realistically for training, checks and renewals, and
Make sure you meet airline entry requirements at the right time.

Day-to-Day Operations

In daily flying, Part-FCL is the framework behind questions such as:

Am I current to carry passengers on this aircraft at night?
When does my type rating or IR expire, and what check do I need?
What must be in my logbook for a rating revalidation or renewal?

For airlines, compliance with Part-FCL is checked during recruitment and recurring audits. They look at licence type, ratings, medical class, recent experience and any gaps in training or currency.

Differences from Other Authorities

Compared to systems like FAA Part 61 or post-Brexit UK regulation, Part-FCL stands out for its:

Relatively detailed and broad theoretical knowledge requirements (14 exams),
Strong emphasis on structured training through approved organisations, and
Specific validity and revalidation rules for ratings and IRs.

Conversions are possible but usually require extra exams or checks, because the structures are similar in concept but different in detail.

Recent Updates and Trends

Recent amendments to Part-FCL have strengthened:

UPRT requirements,
The move towards evidence-based training (EBT) and competency-based approaches, and
Increased attention to mental fitness and long-term well-being of pilots.

Further changes are likely as technology evolves, new aircraft categories emerge and the industry seeks more flexible but still robust training solutions.

Conclusion

Part-FCL is the backbone of pilot licensing in Europe. It defines who can fly what, under which conditions, and how competence is demonstrated and maintained. For student pilots, instructors and airline professionals alike, a solid grasp of Part-FCL is essential – not just for passing exams, but for planning a sustainable career and staying compliant throughout it.

If you understand how licences, ratings, medicals and experience requirements fit together under Part-FCL, you have the regulatory map you need for your entire EASA flying journey.

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