First UK - France flight

[timmydd]

Hi,

I've used these forums countless times for questions, but can't really find anything current on UK - France trips...

I'm looking for a newbs guide to crossing the channel and the UK border into France.

So far I have found...

Flight Plan - This isn't optional, I was going to use Sky Demons flight plan filing service. 2 days prior to departure, I've read is the best time frame for this.
GAR - Again, not optional, I was going to use the OnlineGAR service.
Life Vests - I'm not going more than 50NM away from land, but I'd rather be safe than sorry.
Waterproof bag - For electricals should the unthinkable happen.
French paper maps - Plot the route from Sky Demon on the map just incase of failure.
PLOG - I am going to use the Sky Demon generated PLOG, it's far more accurate than using a CRP-5.
Weight and Balance - Usually going around the UK, this isn't something which is written down, more of a mental check of my current weight and MTOW. I've been told France may have an inspector which will want to see this?

Is there any other checks I need? I want to create myself a checklist and for any other PPL looking to take a trip over seas that's more current than 2007 :)

Thanks in advance,

Tim

[Forfoxake]

Good list but a few other points:

No need to file a flight plan two days in advance. Leave it till you are certain you are going!

No GAR required on the way out (unless you are going to Ireland, Isle of Man etc)..

You also need to notify Customs/Police at the French airfield you intend to land at first, sometimes over 24 hours in advance. The main ones near the short hop over the channel are Calais, Le Touquet, Merville and Albert-Bray. However, sadly, not longer Abbeville.

Almost no point in a life jacket unless you also carry a survival suit (and life raft if you have the space). No point is being kept afloat till you freeze to death!

Suggest you also take a PLB (and possibly handheld transceiver).

Finally, if you can, go with someone else who has done it before or in loose formation with another aircraft.

Martin Ferid of the LAA has organised several trips across the Channel recently,including one to Amiens last weekend (via Albert-Bray, I think). He has also written several informative articles in the LAA magazine about potential trips. Well worth a read.

PS You are also supposed to carry the aircraft documents (permit to fly etc)and your licence. I prefer to carry copies of the former.

[alex90]

Forfoxake is entirely correct! I do however, disagree with Forfoxake's statement of uselessness of lifejackets. The water temperature of the Channel rarely decreases to below 6 degrees during daylight hours throughout the winter months, giving you a good 30 minutes to 1 hour estimated survival time prior to hypothermia kicking in. The Channel has a tendency of being particularly busy, and boats are often a short sail away. If you ditched near(ish) a boat, the lifejacket could afford you a good margin for survival in the Channel which could easily be the difference between life or death as they prepare a tender or sail towards you. During the summer months, the water temperature is such that it could mean time to hypothermia could be well in excess of 5 hours. However, I am not sure that physical fitness would keep a normal person swimming / keeping afloat for 5 hours - the lifejackets definitely will, allowing again a safe margin. Definitely agree that carrying a liferaft is an excellent idea though.

Forfoxake's statement about police / PPR notification at your destination really needs careful attention, but also, consider the French plates, some airfields are French only on frequency, it would be wise to read up on common phrases in French used on the radio to attempt to build a proper mental picture.

Timmydd, I would recommend also taking a copy of interception notes, and having read through these, PLB / ELT (if fitted / required - depends on the country), and your / passenger's passport(s)! Very important!! Always check prior to getting into the plane both your and your passenger's passports, including expiry dates!

Good luck and have fun!!
Alex

[Gertrude the Wombat]

passport(s)! Very important!!
Well, only if you're slightly unlucky - it's hardly rare to go to Calais or Le Touquet and have nobody wanting to see your passport at either end. But this is not guaranteed, so do try to remember to take the passports.

I once had to present my passport on leaving Le Touquet. But I observed another pilot say to the policeman "sorry mate, I left my passport in the aircraft, OK if I go and fetch it?". The policeman said yes ... and the pilot went to his aircraft, took off, and flew home.

[velo84]

Has anybody flown to LeTouquet lately? 2 Questions;

Do you need PPR?

They have some customs forms on their website. Do you need to fill those out or are they only for our of hours arrivals/departures?
https://www.aeroport-letouquet.com/douanes-informations-de-vol/

[Forfoxake]

Forfoxake is entirely correct! I do however, disagree with Forfoxake's statement of uselessness of lifejackets. The water temperature of the Channel rarely decreases to below 6 degrees during daylight hours throughout the winter months, giving you a good 30 minutes to 1 hour estimated survival time prior to hypothermia kicking in. The Channel has a tendency of being particularly busy, and boats are often a short sail away. If you ditched near(ish) a boat, the lifejacket could afford you a good margin for survival in the Channel which could easily be the difference between life or death as they prepare a tender or sail towards you. During the summer months, the water temperature is such that it could mean time to hypothermia could be well in excess of 5 hours. However, I am not sure that physical fitness would keep a normal person swimming / keeping afloat for 5 hours - the lifejackets definitely will, allowing again a safe margin. Definitely agree that carrying a liferaft is an excellent idea though.

Forfoxake's statement about police / PPR notification at your destination really needs careful attention, but also, consider the French plates, some airfields are French only on frequency, it would be wise to read up on common phrases in French used on the radio to attempt to build a proper mental picture.

Timmydd, I would recommend also taking a copy of interception notes, and having read through these, PLB / ELT (if fitted / required - depends on the country), and your / passenger's passport(s)! Very important!! Always check prior to getting into the plane both your and your passenger's passports, including expiry dates!

Good luck and have fun!!
Alex

Take your point, Alex. I am much more used to flying over the sea near the West of Scotland/Northern Ireland where there are a lot less boats and the water is somewhat colder.

And of course, there is cold shock. The RYA guidance states:


At a water temperature of below 15°C, and if you are not wearing a life jacket, especially an automatic one, cold water shock will:

cause you to inhale as you go under the water, due to an involuntary gasping reflex, and drown without coming back to the surface
drastically reduce your ability to hold your breath underwater, typically from a minute or so to less than 10 seconds
induce vertigo as your ears are exposed to cold water, resulting in failure to differentiate between up and down.


So an automatic life-jacket is a lot better than nothing, although personally, I always wear it on top of a survival suit if flying over any significant body of water.

As far as passports are concerned, I have just come back from a trip from Scotland through England and France to Germany and back and never had to show my passport to anyone! But you still need to take it.

[CharlieDeltaUK]

"So an automatic life-jacket is a lot better than nothing..."

I've done a sea-survival course and have more time on yachts than in aircraft. Beware using an automatic life jacket. In fact, don't. If you ditch and the aircraft is submerged before you can escape, your lifejacket will inflate and make it damn near impossible to exit the aircraft. Some lifejackets have a facility to disable the automatic mechanism. You will still be left with the option to pull the toggle to inflate the life jacket, Automatic life jackets are used by sailors because one can be knocked overboard by the boom of a yacht and end up unconscious - so the automatic mechanism inflates the life jacket for them. If you are unconscious in an aircraft after it hits the water, I'm afraid you have bigger issues than losing the automatic inflation.

Try to use a life jacket which incorporates a spray-hood. It's a simple screen that you pull over your head (after you are in the water) to protect you from spray as you breathe. It's a life-saver that adds only a few pounds to the cost.

You should be carrying a PLB anyway (unless your aircraft has an ELT). That too is a life-saver if you ditch. Falmouth would coordinate your rescue and can communicate with vessels in your area, With the Channel as busy as it is, you stand a reasonable chance of being picked up. Someone mentioned a handheld transceiver. A marine VHF transceiver would be more useful if you have access to one. Ships and yachts all listen on Ch16 (the marine equivalent of 121.5).

[alex90]

Forfoxake, I knew you were a bit further north when giving this advice! ;-) I agree - any distance over cold water, dry-suit + lifejacket + life raft + PLB + flight plan as an absolute minimum.


Has anybody flown to LeTouquet lately? 2 Questions;

Do you need PPR?

They have some customs forms on their website. Do you need to fill those out or are they only for our of hours arrivals/departures?
https://www.aeroport-letouquet.com/d...ations-de-vol/ (https://www.aeroport-letouquet.com/douanes-informations-de-vol/)


PPR doesn't (normally) exist at airfields in France for GA. This isn't PPR, this is a customs form (like the GAR in the UK) that IS required to be filled out and sent at least 2 hours prior to planned arrival. Different regions and different airport have different arrangements with local police / border-force but it is a requirement for it to be filled out and sent if coming / going to / from a non-schengen country. I have heard that most are now trying to have a similar forms and systems but it is taking time.

Passports - I agree - but I wouldn't want to be caught-out crossing an international border without a valid passport, folklore says that the pilot is responsible for carriage of and validity passports, I am not sure how true that is, but I wouldn't want my friends or family ending up in a cell for the night (or more)! I also don't want to be the person who gets half way across the Channel and diverts back to their home airfield and having stated on the radio that the reason for the diversion is that they "had left the passports on the planning table in the clubhouse" - true story on London Info a few months back!

[Forfoxake]

"So an automatic life-jacket is a lot better than nothing..."

I've done a sea-survival course and have more time on yachts than in aircraft. Beware using an automatic life jacket. In fact, don't. If you ditch and the aircraft is submerged before you can escape, your lifejacket will inflate and make it damn near impossible to exit the aircraft. Some lifejackets have a facility to disable the automatic mechanism. You will still be left with the option to pull the toggle to inflate the life jacket, Automatic life jackets are used by sailors because one can be knocked overboard by the boom of a yacht and end up unconscious - so the automatic mechanism inflates the life jacket for them. If you are unconscious in an aircraft after it hits the water, I'm afraid you have bigger issues than losing the automatic inflation.

Try to use a life jacket which incorporates a spray-hood. It's a simple screen that you pull over your head (after you are in the water) to protect you from spray as you breathe. It's a life-saver that adds only a few pounds to the cost.

You should be carrying a PLB anyway (unless your aircraft has an ELT). That too is a life-saver if you ditch. Falmouth would coordinate your rescue and can communicate with vessels in your area, With the Channel as busy as it is, you stand a reasonable chance of being picked up. Someone mentioned a handheld transceiver. A marine VHF transceiver would be more useful if you have access to one. Ships and yachts all listen on Ch16 (the marine equivalent of 121.5).

Very good point, Charlie Delta UK. Got carried away by the RYA guidance. In fact, I do not think my flying life-jackets are automatic but I will double-check!

That's the value of this forum- you learn something new all the time.

[chevvron]

It was pointed out to me once that an automatic LSJ in an aircraft isn't a good idea because if water gets into the aircraft before you get out, the LSJ may inflate and prevent you from getting out if the door/exit is a bit 'tight'.

[Jan Olieslagers]

PPR doesn't (normally) exist at airfields in France for GA. That is too much to say, though I take your meaning. But I think it is better to say 'France has many more "public" aerodromes (in the ICAO meaning of the word) than the UK, where all, bar the biggest, are "private" ' - again in the ICAO meaning. A public field is one anyone has the basic right to fly into, a private field is basically PPR. Germany calls them "Verkehrslandeplatz" vs. "Sonderlandeplatz" - I always wonder how this country is full of landing places but has no corresponding/complementary take-off places :) But to come back to France and its aerodromes: most of them ARE private and thus PPR, but a good many remain public. And the difference is only one phone call, anyway, in most cases, so who cares?

Anyway, fields like LFAT Le Touquet and LFAC Calais-Dunkerque are public aerodromes, meaning no PPR. Which does not mean one can fly in like a blind elephant! Especially not if coming from non-Schengen territory like UK.

[Sam Rutherford]

Blimey, you lot make it sound like a Trans-Atlantic!

If you're at about 5000' and crossing the shortest distance, odds are you're never out of gliding range of land anyway (you don't mention if you're flying a glider or a brick).

Call (or email if they answer by email!) the airfield you want to go to, chat to the person who answers the phone, follow their instructions.
File flight plan.
Go.


Have fun!

[Forfoxake]

Blimey, you lot make it sound like a Trans-Atlantic!

If you're at about 5000' and crossing the shortest distance, odds are you're never out of gliding range of land anyway (you don't mention if you're flying a glider or a brick).

Call (or email if they answer by email!) the airfield you want to go to, chat to the person who answers the phone, follow their instructions.
File flight plan.
Go.


Have fun!

Agree with most of this but there must be plenty of days that you cannot get anywhere near 5000ft crossing from around Dover to Cap Gris Nez. On these days, and on the days when you opt not to go by the shortest route, I think you need at least a life-jacket over a survival suit. What is wrong with taking these simple precautions when you might make a perfect landing on water but then drown or freeze to death? You know it makes sense!

PS And I know the engine does not know it is over water.

[Maoraigh1]

Wear, don't carry, a marine non-self-inlating lifejacket. There's a huge variation in water survival time if fully clothed. Floating in a lifejacket, the water under your clothes will warm up. There's not much variation in drowning time.
I dinghy sailed in winter in Scotland, and capsized several times, with no wetsuit, and no problems. You might die after ditching, but you might not.

[horizon flyer]

Don't forget about ramp checks in France carried out by the police they prosecute and fine immediately.
They do happen so you need more than just your passport.

You may need to prove the VAT is paid if a US built & imported aircraft.
I don't know the full list I guess somebody can list it all or point to a source.
The probability of a check is low but the consequences are high.

Another that should be carried at all times is the military intercept card rare to be intercepted but going international you might be.
Oh and if anyone is carrying loads of cash, rare with cost of flying declare if ask or another fine.

Don't panic just have all the paper ducks in a line worse than the flight but once done, in place for future trips.

Have fun

[Gertrude the Wombat]

If you're at about 5000' and crossing the shortest distance, odds are you're never out of gliding range of land anyway (you don't mention if you're flying a glider or a brick).
That's what I thought a couple of days ago when my (aviation literate) yachtie friends started tweeting from their boat about an "all ships" call from Dover coastguard to look out for ditching survivors following a 7700 in mid channel. But nothing has been heard of this incident since, which suggests that the aircraft reached land in one piece with its engine going.

[Sam Rutherford]

"Another that should be carried at all times is the military intercept card rare to be intercepted but going international you might be."
Dover to Calais? It's equally likely you'll be abducted by aliens, frankly.

"Oh and if anyone is carrying loads of cash, rare with cost of flying declare if ask or another fine."
EU limit is 10K EUR in cash - not sure why you'd need this much on your flight to France either...

If the weather isn't great, don't go - otherwise don't sweat it. It's an easy trip (as you'll realise once you've done it!).

[alex90]

That is too much to say, though I take your meaning. But I think it is better to say 'France has many more "public" aerodromes (in the ICAO meaning of the word) than the UK, where all, bar the biggest, are "private" ' - again in the ICAO meaning. A public field is one anyone has the basic right to fly into, a private field is basically PPR. Germany calls them "Verkehrslandeplatz" vs. "Sonderlandeplatz" - I always wonder how this country is full of landing places but has no corresponding/complementary take-off places :) But to come back to France and its aerodromes: most of them ARE private and thus PPR, but a good many remain public. And the difference is only one phone call, anyway, in most cases, so who cares?

Anyway, fields like LFAT Le Touquet and LFAC Calais-Dunkerque are public aerodromes, meaning no PPR. Which does not mean one can fly in like a blind elephant! Especially not if coming from non-Schengen territory like UK.

Definitely do your planning, and always a good idea to ring people ahead to tell them your coming in, also useful to find out of anything special is happening or if fuel is available, BUT - dont say PPR unless it is a microlight site (BASE ULM) which in France isnt the same thing - it has different regulations) - it usually confuses them, even at some private airfields i have flown into.

The usual response I have received is "well errr we are an airfield - and we are open, this is our frequency"!

:-)

[funfly]

There are two things to consider, firstly the logistics of making the journey and secondly the problems flying over the sea.,
On the latter, there seem to be two schools of thought and you have to consider which camp you are in, There are those who would always wear a full immersion suit (including me when I was flying) with the security this offers and there are those who feel the chances of a ditching are so low that the additional cost and discomfort are just not worth it.
When I flew to Jersey from the UK I always wore a full a full immersion suit (Mr. Blobby style) however when flying around Jersey it seemed customary for most people in the club to simply tie a buoyancy aid around their waists as a sort of 'token' although you were never that far from land.
Crossing the military zone can be interesting, I once had a couple of fighter jets put 'on hold' to let me through, nice of them I thought.

[rolling20]

A beautiful summer evening some years ago, we arrived in the circuit at Le Touquet and found it shut. We promptly landed, parked up and then threw our bags over the fence, climbed over and phoned a taxi. Next day we booked out, however as there was no record of our arrival, they waived the landing fee :). My advice, get someone to take you who has done it before, then do it solo as soon as you can.

[Gertrude the Wombat]

My advice, get someone to take you who has done it before, then do it solo as soon as you can.
I did it solo the first time. Never did see the channel, though, it was cliff-to-cliff fog down there. (Yes I was flying 1' below CAS, and yes I could, at least in theory, glide to land from any point.)

[horizon flyer]

"Another that should be carried at all times is the military intercept card rare to be intercepted but going international you might be."
Dover to Calais? It's equally likely you'll be abducted by aliens, frankly.

"Oh and if anyone is carrying loads of cash, rare with cost of flying declare if ask or another fine."
EU limit is 10K EUR in cash - not sure why you'd need this much on your flight to France either...

If the weather isn't great, don't go - otherwise don't sweat it. It's an easy trip (as you'll realise once you've done it!).

Sam it is a legal requirement to carry an intercept card at all times on all flights in all airspaces so is part of a ramp check.

Yes the limit on cash is high and they can not stop you carrying it BUT it must be declared if not a 10% at least fine, it is to stop money laundering.

So Sam the point was the actual need for these is very low but the French police know every bit of paper you need to be legal and see ramp checks as a money making exercise.

Better to be prepared than having your day ruined visiting some French police station and it does happen.

[DaveW]

For those unaware, having the Interception Procedures on board is quite simple in practice.

Either print, or download and keep on your phone/tablet, CAA Safety Sense Leaflet 11 (http://publicapps.caa.co.uk/docs/33/20130121SSL11.pdf).

[Gertrude the Wombat]

Sam it is a legal requirement to carry an intercept card at all times on all flights in all airspaces so is part of a ramp check.
If I'm pretty sure it's somewhere in the Pooley's which is in the flight bag on the back seat out of my reach is that good enough? Don't/shouldn't interceptors have 121.5 anyway?

[Jan Olieslagers]

Don't/shouldn't interceptors have 121.5 anyway? That's what I always learned, too. As long as one carries an active radio... And even if the interceptor doesn't use 121.5, calling on that frequency should somehow clear the mess, or at least initiate the clearing.

Also, I never heard of this requirement to carry an "intercept card", could this be just one more UK-only oddity? Not that it isn't a good idea, though, but there is already such a lot of paraphernalia to be carried...

[DaveW]

It's not a UK only requirement.

Interception procedures
Interception is a very unusual event to occur to a GA aircraft; however it is a requirement for EASA aircraft flying under Part-NCO and for all aircraft flying internationally to carry the interception procedures specified in ICAO Annex 2 (Rules of the Air) and the SERA. These are reproduced below.
...

Source: The Skyway Code (p140) (http://publicapps.caa.co.uk/docs/33/CAA6395_Skyway_Code_AW_150817_SCREEN.pdf)

[FullWings]

* First, do your “Channel Rating” with a friendly ATO
* Make sure both your HF radios are functional and you have SELCAL with Lydd Control
* If the above doesn’t work CPDLC with Maastricht will suffice
* Carry a drum of avgas on the passenger seat, for refuelling mid-Channel
* Left mag out, right mag back
* Inflate the tyres to maximum pressure with Helium, to ensure flotation
* Wear a dinner jacket under your survival gear, just in case you have to ditch near the QM2 and are invited to the captain’s table
* When you get to the other side, remember to speak slowly and loudly as their English is not as good as ours

Bon Voyage!

[Sam Rutherford]

I'm with FullWings, only add a Kalashnikov and a few grenades.

Indeed, add a pallet of bricks and a bag of cement for extra protection on the ground if needed.

Sorry people, it's FRANCE - not Syria.


And, despite a few thousand hours flying to all the murkiest corners (both legally and otherwise) of our beautiful planet, I have neither been intercepted nor been asked for an intercept card... Flying to France: Call the airfield first to check the restaurant is open, file flight plan, go... (add GAR to this process for your return to the UK)

[patowalker]

You could always take print-out of the French AIP ENR 1.12 (https://www.sia.aviation-civile.gouv.fr/dvd/eAIP_26_APR_2018/FRANCE/AIRAC-2018-04-26/html/index-fr-FR.html) instead. :-)

[anchorhold]

I would try UK to Ostende, either direct or to france and follow the coatline, much more fun nd challenging that the usual first time channel crossings. Tkat a survival knife if you carry a liferaft, in case it inflates in flight. This is an accident waiting to happen. I'm not sure where you obtain the survable sea temperatures these days, the RAF used to have tehem. But common sense would be to wear surval suits from November to May, not that many SEP pilots do. Crossing at above gliding distance is the other sensible option, wx and controlled airspace permitted.

[Gertrude the Wombat]

I'm not sure where you obtain the survable sea temperatures these days, the RAF used to have tehem.
Attended a lecture by an SAR pilot - he said they now wear survival suits if the sea temperature is less than 15C.

[Forfoxake]

Average Sea surface temperature May:
Calais 11.8 C
Folkestone 11.6 C
(According to www.seatemperature.org)
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[JOE-FBS]

I had been flying eight years before I did my first crops-channel flight in 2016. It waited until I was in a share because I was blowed if was paying to go to Le Touquet with an instructor when I was in a club. That aside, when I did it, it was no different from any other flight. Follow the legal requirements for stuff you must carry and what you must tell the authorities and you'll be fine. I would support anchohold in suggesting Belgium. My first foreign stop (well not counting going to Donegal from Derry which is officially international) was the marvellous Kortrijk. After reading so much about prior-notice and such like with France, it was no effort at all to continue the extra (small) distance to Belgium. My post-flight report at the time said:

"Stopped here twice on a continental trip recently. A near perfect small airfield. Self-service fuel pumps next to the terminal. A quick passport check to enter Schengen then up to the tower to sign-in. The airfield takes no money on the day, you sign in, log the amount of fuel taken and wait for an invoice in the post. EBKT proved to be an excellent destination. It has border control facilities, a good size hard runway, instrument approaches for those with full IR plus both a flying club bar and an excellent high quality restaurant called Biggles. In addition to plenty of light GA, there are based business jets and I think over in one corner a small military facility (we could see a Skyvan / SD3-30 and a Gazelle). We twice ate well at the Biggles sitting in the sun on the first-floor balcony . The flying club bar and the control tower are built onto what I take to be a German wartime concrete bunker. The Bell X1 hotel is 100m from the airport buildings. It proved to be as good as it looked on its web site and had the added interest of rooms named for pilots (and in one case a RAF aircraft repair unit which was based there in 1944 / 5). The building itself is a rather interesting between the wars design. The only slight disappointment was a rather thin breakfast."

I have a vague memory that the instrument approaches have since been withdrawn.

[Dark Helmet]

I have a vague memory that the instrument approaches have since been withdrawn.

They now an RNAV approach to one the runways and, I believe, the other end is coming soon.

I am planning to go there in the next month.

[Sam Rutherford]

Yup, EBKT is back in business, super-friendly, just the right size - the cops always have a huge smile and are there during normal hours. Plus Biggles is a real restaurant - it would be a success if it wasn't at the airport which is not always the case with airport restos. So, go, enjoy!

[timmydd]

Got back yesterday and ended up going to Le Touqet!

All I needed was a Flight Plan and a GAR form for UK Border Force :)

Thanks for all the suggestions everyone!

[Forfoxake]

Got back yesterday and ended up going to Le Touqet!

All I needed was a Flight Plan and a GAR form for UK Border Force :)

Thanks for all the suggestions everyone!

Well done!

How did you notify French Customs in/out of Schengen at Le Touquet?

[hoodie]

The email address for French Customs at LFAT is found on the Le Touquet website here (https://www.aeroport-letouquet.com/douanes-informations-de-vol/) and in the French AIP here (https://www.sia.aviation-civile.gouv.fr/dvd/eAIP_26_APR_2018/Atlas-VAC/PDF_AIPparSSection/VAC/AD/AD-2.LFAT.pdf). It is [email protected]

[strake]

How did you notify French Customs in/out of Schengen at Le Touquet

Y'know, this sort of dedication to duty isn't exactly at the forefront of your average French foncs mentality....the majority of aircraft and pilots coming from the UK are regular visitors and welcomed as such.
File a flight plan, head south and enjoy the trip.

[Forfoxake]

5 points to hoodie and -3 to strake.

I know you can usually get away with not notifying French Customs, particularly on the way out of Schengen.

However, why take the chance when, in the case of Le Touquet, you can notify Customs as little as two hours in advance!

[strake]

-3 to strake

I've been flying since 1983 and these are the first points I've ever had deducted....I'll come to terms with it. :ouch:

[Sam Rutherford]

No interception or ditching? Did you end up spending the 10K EUR cash?

Great to hear you had fun, please do tell everyone that it is very, very easy...

Safe flights, Sam.

[Forfoxake]

I've been flying since 1983 and these are the first points I've ever had deducted....I'll come to terms with it. :ouch:

I've been flying since 1988 and these are the first points I've ever deducted from strake.

And this is the best he/she has taken it!

[hoodie]

I've been flying since 1983 and these are the first points I've ever had deducted....I'll come to terms with it. :ouch:

Here, have 3 of mine; I'm still up on the deal. ;)

[strake]

Here, have 3 of mine; I'm still up on the deal.

My dear fellow, uncommon decent of you..! Should you find yourself flying into SW France (La Rochelle/Bordeaux corridor) do drop a PM - happy to assist with any planning etc.

[patowalker]

Y'know, this sort of dedication to duty isn't exactly at the forefront of your average French foncs mentality....the majority of aircraft and pilots coming from the UK are regular visitors and welcomed as such.
File a flight plan, head south and enjoy the trip.

Try that at Le Touquet when Emmanuel and Briggite are staying at Villa Monéjan and it could spoil more than your lunch.

[strake]

Try that at Le Touquet when Emmanuel and Briggite are staying at Villa Monéjan and it could spoil more than your lunch.

If you think the five policemen who guard the property (next to the casino which welcomes tens of thousands every month) give a monkey's uncle about a few Brit's landing in Le Touquet, then paranoia has really taken hold.

[patowalker]

I am not talking about the policemen outside his house, but the douaniers at the airport. When he is in town checks are more thorough than usual and they tick names of the list of notified arrivals. There is no mucking about and it is not only foreign arrivals and departures they check. As for paranoia, it would take a lot more than a document check to worry someone who has spent most of his life in South America, where police are not necessarily associated with safety or security.

[custardpsc]

Its an easy trip. Ostende is recommended. Schipol is now too expensive for this kind of trip sadly but I did that as a PPL training cross country when it was about 50 guilders landing fee. calais is also easy (but mind the prohibited zone near the airport) .

the essentials checklist =

flight plan both ways
GAR for coming back , with sufficent notice ( can file before you leave in fact) plus customs notification on return ( part of GAR process) .don't have to use on line form, can just do by email.
interception procedures copy
passport
evidence of VAT paid/free circulation of the aircraft
aircraft docs
pliot licence/medical/passport
PLB or ELT depending on state of registration
notification to the customs at airport of entry withing their notice requirements
flotation devices
fuel drawback/date of last foreign trip the a/c made - not required but obviously worth having
mode s transponder where required by countries/airspace visited

weather both ways/outlook for later/alternates that don't need prior notification....


Hope that helps. Its no harder than any other flight except the GAR form / customs notifications really.

[Forfoxake]

Its an easy trip. Ostende is recommended. Schipol is now too expensive for this kind of trip sadly but I did that as a PPL training cross country when it was about 50 guilders landing fee. calais is also easy (but mind the prohibited zone near the airport) .

the essentials checklist =

flight plan both ways
GAR for coming back , with sufficent notice ( can file before you leave in fact) plus customs notification on return ( part of GAR process) .don't have to use on line form, can just do by email.
interception procedures copy
passport
evidence of VAT paid/free circulation of the aircraft
aircraft docs
pliot licence/medical/passport
PLB or ELT depending on state of registration
notification to the customs at airport of entry withing their notice requirements
flotation devices
fuel drawback/date of last foreign trip the a/c made - not required but obviously worth having
mode s transponder where required by countries/airspace visited

weather both ways/outlook for later/alternates that don't need prior notification....


Hope that helps. Its no harder than any other flight except the GAR form / customs notifications really.

10/10 for custardpsc!

[mary meagher]

I've crossed the water a couple of times in my Supercub, that was about thirty years ago! but I did talk to the controller after taking off from the UK, and asked him nicely if I could fly as high as possible....he made no objection, so I crossed at 10,000 feet, and figured even if the engine stopped, I could glide down one way or the other. Have any of you asked for higher altitude for a crossing?

[Ebbie 2003]

All seems like overkill to me.

Send the flight plan the night before.

Get in your plane and go.

If you want to fly high do so - I like to be at around 8,500 when going up north - good to know that instead of being 150 miles from land that I can glide and only have to swim 135:ok:

Always fascinated by the tales of daring do crossing the channel - not a flying challenge more one of dealing with the paperwork.

Here my international flights (bear in mind I have to register a local flight plan just to fly in the circuit), is weather (either brillian or hurricane!), a flight plan, eAPIS, Ayscuda, half a dozen gendecs - take the gendecs to the customs with the Ayscuda - first time was a nightmare - now it does smoothly - the flying a hundred miles from land is not an issue - when anyone comes here and rents my airplane they seem very intimidated by the paperwork, but do it once and it's easy - the flying part is always the easy bit; going with someone else doing the paperwork the first time is proably best.

Oddly on the way back it seems weather and a flight plan s the order of the day - try to do the eAPRIS if I can get access, usually can't, no need for an Ayscuda (think it is a commercial thing, but here they have us all get one)

It seems fearless private flying long distances in light airplanes is a thing of the past - was reading an article a few months back people with biplanes in the early 1930's flying to Poland for a picnic.