I think I am going to do the 2 UK exams and the PPL and IR checkrides in the UK.
I have all three medicals as I wanted to be prepared just in case. I have 500 hours and much more than 50 PIC IFR so hopefully qualify for the checkride only IR conversion once I have passed the two exams and gotten the UK PPL.
Thank you everyone for your assistance which has been helpful as always.
Some of the competent authorities offer a 28-day, per calendar year, validation for non-commercial flying subject to undertaking an acclimatisation flight with an instructor and filing a declaration. The 28 days can be sprinkled throughout the year. The authorities I’ve checked limit the flying to day VFR.
Whoops 
Thread title changed back again.
There is indeed no point in a UK resident private pilot having EASA papers, unless they want to rent a plane on the mainland (or some such).
Isn’t the UK CAA doing its own FAA-CAA treaty? They said so in one of the “brexit” videos, posted here a while ago.
The US–EU conversion agreement does not cover UK licences.
The US–EU conversion agreement eliminates the 100 hour total experience requirement and replaces two written exams on air law and human performance with oral examining on air law and communication.
I have changed the thread name about the “100hr route” to emphasise this new and highly relevant development.
This makes it even more interesting to do an FAA PPL, for a totally ab initio UK pilot. The 100hr requirement made that unattractive – to protect the flying school business, probably – but now you could use any US PPL school as the starting point. Then you come out with an FAA PPL also, which is valid for life, nobody can take it away from you, and you can bring it back to life anytime with just a BFR and a Class 3 medical.
I believe that the CAA will credit you with an IR(R) – the new IMC Rating – within 6 months of an FAA IR Flight Test or an IPC; but will not do so if your FAA IR is currently valid under the 6/6 Rule.
That’s how it was but I have a feeling that’s now gone.
That’s correct. The US–EU conversion agreement eliminates the 100 hour total experience requirement and replaces two written exams on air law and human performance with oral examining on air law and communication. The method of assessing language proficiency varies between competent authorities but ensure a level 6 endorsement is made on the licence to avoid future language proficiency reassessments.
There are some PPL flight examiners in the southeast authorised by UK CAA and one of the EU competent authorities. It ought to be possible to count a single PPL skill test with such an examiner towards both UK and EU Part-FCL PPLs assuming all the conditions in art 9 of regulation 2020/723 and the US–EU conversion agreement are met. However, there’s little point obtaining an EASA PPL unless intending to take up residence in an EASA member state or fly aircraft registered there.
My above Q about FAA IR → IMCR still stands. Has that conversion been removed?
I believe that the CAA will credit you with an IR(R) – the new IMC Rating – within 6 months of an FAA IR Flight Test or an IPC; but will not do so if your FAA IR is currently valid under the 6/6 Rule.
The UK acceptance of EU papers is likely to be extended.
This is a major negotiating point which the UK has, it doesn’t cost it anything, it makes it look good (whereas Brussels’ non-acceptance of UK papers issued with “EASA” on them! makes Brussels look like a mean bully) and it doesn’t reduce FTO business (a major political point everywhere) so why throw that away.
which would you reccomend for someone flying an N reg aircraft based in the UK who flies VFR mainly in the UK and IFR into Europe?
A UK PPL, NQ IMCR and a medical
The UK PPL is the minimum to legalise the flight; they cannot tell whether you are actually in IMC if enroute. And the NQ is needed if you want to fly after official sunset plus 30 mins or so. The IMCR legalises flying an IAP in actual IMC.
The IMCR makes it legal to shoot an ILS when you get back.
My above Q about FAA IR → IMCR still stands. Has that conversion been removed?
Perhaps I am missing something, but how would an EASA licence help you? You mention something about it being valid until 2022, but I only know about the automatic validation until 2022 for EASA licences in G- registered aircraft. The latest that I heard, was that the automatic validation only applies to EASA licences issued before 31 December 2020. For those issued from 1 January 2021 to 31 March 2021, the validation is only until 31 December 2021, and I believe that any licences issued after the 31 March 2021 don’t qualify at all.
@Qalupalik
Many thanks for that but trying to read those regs is quite complex.
Am I correct that with more than 100 hours of flight experience, I dont need to do the Air Law and Human Performance exams in order to be issued with an EASA PPL?
So it would simply be the Flight test with an examiner?
If the UK PPL and an EASA PPL both require the two written exams plus a Flight Test with examiner, which would you reccomend for someone flying an N reg aircraft based in the UK who flies VFR mainly in the UK and IFR into Europe?
