Aerotouring in Italy
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Aerotouring in Italy
Help! Just taken delivery of the wonderful Aerotouring Flight Guide to Italy and half mill charts for a summer 2012 tour of Italy and I find out that the Italian government is imposing a tax on all aircraft that remain in Italy for longer than 48 hrs. The fee looks like it could be well in excess of £1,000 for my Mooney! Surely, knowing Italy, there are dodges for this tax? Obviously going in and out of Italy every 48 hours is one dodge - but this seems a bit extreme, doesn't it? Will it apply to San Marino and if not, does a trip to S/M count as exiting Italy? Please can I have an interpretation from you aviation Italophiles out there?
Dean Overton
PS original story can be found at: Italian Emergency budget approves additional taxation on any business aviation aircraft which stays in the country for more than 48 hours | | BBGABBGA
Dean Overton
PS original story can be found at: Italian Emergency budget approves additional taxation on any business aviation aircraft which stays in the country for more than 48 hours | | BBGABBGA
There actuallly IS an aerodrome in San Marino, but for what I understand of Mooneys you had better avoid it - the cost of repairs might well exceed any perceived profit.
(check A.C.S. Aero Club San Marino and take note of the runway length)(or search the www for Torraccia and something aviation-related)
(check A.C.S. Aero Club San Marino and take note of the runway length)(or search the www for Torraccia and something aviation-related)
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It's a bizzare website... you have to download a file which needs a new version of M$ Word to read it 
Anyway...
December 23, 2011
Italy's emergency budget plan won final approval in Parliament as Italy struggles to tame surging borrowing costs.
The emergency budget is introducing also a tax on Italian registered private aircraft and on non-Italian registered private aircraft having spent more than 48 consecutive hours on Italian territory.
Private aircraft are defined to include all aircraft other than State aircraft; aircraft dedicated to commercial flights, air work aircraft, FTOs aircraft, aero clubs aircraft, newly built aircraft until sold and rescue aircraft. Non Italian corporate aircraft operated privately would - for example - be affected, with the tax escalating to over euro 300,000 annually for large corporate jets.
The tax is to be charged at the following annual rates (by reference to MTOW): 1) up to 1.000 kg., euro 1,50 per kg; 2) up to 2.000 kg., euro 2,45 per kg; 3) up to 4.000 kg., euro 4,25 per kg; 4) up to 6.000 kg., euro 5,75 per kg; 5) up to 8.000 kg., euro 6,65 per kg; 6) up to 10.000 kg., euro 7,10 per kg; 7) above 10.000 kg., euro 7,55 per kg; For helicopters, the tax is doubled per Kg.
The tax is due by the registered owner, the beneficiary or the lessee. The technicalities regarding actual payment are to be detailed in a separate regulation to be issued within 60 days.
The actual legality of the tax, especially for non-Italian registered aircraft, is highly questionable and unless amendments or mitigating measures are introduced within the implementing regulation, subject to judicial challenges nationally and at EU level.
So, based aircraft avoid it if they are in an aeroclub.
But visitors are hit. This will kill GA visits to Italy, of couse.
Much better to stick to the eastern side of the Adriatic, IMHO. Some trip reports here Slovenia and Croatia are GA heaven compared to Italy and even Greece is much easier. Even getting hold of avgas in Italy is a game. A lot of the places that claim to have it won't sell it to foreigners.
Anyway...December 23, 2011
Italy's emergency budget plan won final approval in Parliament as Italy struggles to tame surging borrowing costs.
The emergency budget is introducing also a tax on Italian registered private aircraft and on non-Italian registered private aircraft having spent more than 48 consecutive hours on Italian territory.
Private aircraft are defined to include all aircraft other than State aircraft; aircraft dedicated to commercial flights, air work aircraft, FTOs aircraft, aero clubs aircraft, newly built aircraft until sold and rescue aircraft. Non Italian corporate aircraft operated privately would - for example - be affected, with the tax escalating to over euro 300,000 annually for large corporate jets.
The tax is to be charged at the following annual rates (by reference to MTOW): 1) up to 1.000 kg., euro 1,50 per kg; 2) up to 2.000 kg., euro 2,45 per kg; 3) up to 4.000 kg., euro 4,25 per kg; 4) up to 6.000 kg., euro 5,75 per kg; 5) up to 8.000 kg., euro 6,65 per kg; 6) up to 10.000 kg., euro 7,10 per kg; 7) above 10.000 kg., euro 7,55 per kg; For helicopters, the tax is doubled per Kg.
The tax is due by the registered owner, the beneficiary or the lessee. The technicalities regarding actual payment are to be detailed in a separate regulation to be issued within 60 days.
The actual legality of the tax, especially for non-Italian registered aircraft, is highly questionable and unless amendments or mitigating measures are introduced within the implementing regulation, subject to judicial challenges nationally and at EU level.
So, based aircraft avoid it if they are in an aeroclub.
But visitors are hit. This will kill GA visits to Italy, of couse.
Much better to stick to the eastern side of the Adriatic, IMHO. Some trip reports here
Slovenia and Croatia are GA heaven compared to Italy and even Greece is much easier. Even getting hold of avgas in Italy is a game. A lot of the places that claim to have it won't sell it to foreigners.
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You might get lucky, if your Mooney is old: Senator Leoni has tabled an amendment, seeking reductions and exemptions related to the age of the aircraft, as applies to boats and luxury cars.
LAeCI comunica che il Commissario Straordinario, Sen. Giuseppe Leoni ha presentato in Senato un emendamento al Decreto Monti per introdurre anche per i velivoli dellAviazione Generale riduzioni ed esenzioni legati alletą del velivolo, a similitudine di quanto avviene per le imbarcazioni e le auto di lusso.
Il Direttore Generale
Gen. Carlo Landi
Il Direttore Generale
Gen. Carlo Landi
And if they are still discussing amendments to the law - which must first be voted, and then implemented - I think the 2012 summer holiday trip stays well out of range.
Might well inspire me to cross into Italy earlier than I had yet thought of, though.
Might well inspire me to cross into Italy earlier than I had yet thought of, though.
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And if they are still discussing amendments to the law - which must first be voted, and then implemented - I think the 2012 summer holiday trip stays well out of range.
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If Italy really does pull this unbelievable stunt off, then I suppose it makes it a little easier to understand how a complete clown like Berlusconi could be in charge of Italy for as long as he has been.
I feel sorry for the GA pilots based there.
I feel sorry for the GA pilots based there.
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There is a lot of "ultralight" (using the term loosely) activity in Italy; I expect they will escape this tax.
Locally, as in much of southern Europe, stuff can be "done" if you know the right people.
The problem is that a straight visitor is a bit stuffed. If you land at some airport and somebody walks up to you and asks for $1000, how can you argue?
Locally, as in much of southern Europe, stuff can be "done" if you know the right people.
The problem is that a straight visitor is a bit stuffed. If you land at some airport and somebody walks up to you and asks for $1000, how can you argue?
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That said, most of the don't have an I-number because they are registered (I believe) with the Italian Aero Club.
Identification of equipment. To be able to fly airplanes must be equipped with a metal plate with the identification number issued by the AEC. The same number must be marked on the bottom of the wing with letters of a minimum size of 30x15 cm in contrasting colors.
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The tax is to be charged at the following annual rates (by reference to MTOW):
Bold mine. Does that mean that the annual rate will be prorated to the number of actual days spent in Italy? In that case it's not too bad.
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The "visitor AOG" scenario is actually a much bigger spanner in the works of this than most realise.
A system will need to be set up whereby a suitable authority certifies an aircraft as unable to leave Italy due to a lack of airworthiness, and this will need to be implemented and operated nationally.
This, I believe, is the biggest reason why both previously proposed long term parking bans (France in 2004 and UK in 2005; N-reg) were dropped. Both of those proposals would have otherwise forced the aircraft to be dismantled and carted out on a trailer after 90 contiguous days of parking in the country.
What Italy is now proposing is effectively the same thing but with the action commencing after 48 hours of parking in the country. This will catch a much larger % of aircraft than the previous proposals.
It's obvious they have not thought this through.
A while ago, Greece proposed a big tax on based aircraft but they seem to have dropped it after the entire Greek fleet started moving to the Cypriot registry.
What these countries need to tackle is the runaway and totally out of control tax evasion which is supported by widespread corruption. This is where the vast majority of the collectible tax lies, but it is obviously hard to collect...
A system will need to be set up whereby a suitable authority certifies an aircraft as unable to leave Italy due to a lack of airworthiness, and this will need to be implemented and operated nationally.
This, I believe, is the biggest reason why both previously proposed long term parking bans (France in 2004 and UK in 2005; N-reg) were dropped. Both of those proposals would have otherwise forced the aircraft to be dismantled and carted out on a trailer after 90 contiguous days of parking in the country.
What Italy is now proposing is effectively the same thing but with the action commencing after 48 hours of parking in the country. This will catch a much larger % of aircraft than the previous proposals.
It's obvious they have not thought this through.
A while ago, Greece proposed a big tax on based aircraft but they seem to have dropped it after the entire Greek fleet started moving to the Cypriot registry.
What these countries need to tackle is the runaway and totally out of control tax evasion which is supported by widespread corruption. This is where the vast majority of the collectible tax lies, but it is obviously hard to collect...
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Those interested in touring Italy might want to download this excellent guide
Avioportolano Italia
Avioportolano Italia
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I own a share of an old DG-300 glider which seems to be affected by the tax even if registered in the german registry (cause the italian registry is a mess).
The tax would amount to 450 which would raise the current budget I set by roughly 50% more.
Their reason is that owning a 26-years old glider in two people is an "expression of evident richness"... yeah... right.
The tax would amount to 450 which would raise the current budget I set by roughly 50% more.
Their reason is that owning a 26-years old glider in two people is an "expression of evident richness"... yeah... right.
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For those of you who want to tour Italy with your own aircraft and are members of a UK flying club I am sure that you could come to some understanding with your club to become the operator of the aircraft for a short while, twenty quids worth of stick on logo and all of a sudden your aircraft falls into the Aero club catorgry and no tax is paid.
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It depends on how exactly they will collect the tax. If it is voluntary, it simply won't be paid. That is how most of southern Europe works, and that is mainly why it is in so much trouble. You cannot have a pretence of a northern European lifestyle, and have it underpinned by a traditional southern European public sector finance system Well, you can, on borrowed money, for a bit, until the music stops It's very sad for those who are now hit for taxes which should be paid by so many others who will never pay it. In September last year I flew to a little airport which opens for only ~ 2 hours per day and which has a mandatory CAA office, with four staff in there, on I guess about 50-60k euros each. Their workload was, I think, the stamping of 2 or 3 GENDEC forms each day.
Well, you can, on borrowed money, for a bit, until the music stops It's very sad for those who are now hit for taxes which should be paid by so many others who will never pay it. In September last year I flew to a little airport which opens for only ~ 2 hours per day and which has a mandatory CAA office, with four staff in there, on I guess about 50-60k euros each. Their workload was, I think, the stamping of 2 or 3 GENDEC forms each day.
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Aerotouring in Italy
Thanks for all your suggestions. I must admit, A and C's suggestion - of the flying club endorsement - looks the most workable option on the table (assuming it comes into law before my June trip to Italy). Yes, I know Croatia, Greece and others are great places to aerotour, it's just that Italy is the one place I can earn "wife brownie points" whilst I get to fly my aeroplane - bliss!
I've never flown very far abroad before - particularly in mainland Europe (just Ireland, Northern France, Belgium and Holland), so can anyone recommend a route down to Northern Italy? My Mooney has a massive range of 950-1,000 miles with a 45 min reserve, so I could make quite a distance before stopping for a pee-break/coffee, but I wouldn't want to do the whole trip in one hop. Any suggestions where to stop for a leg stretch? Also, is there a recommended transit route for the Alps? I'd like to know the easiest rather than the quickest, as this will be my first time for crossing them. Is there a recommended clearance height above the mountains that, wx permitting, one should fly at?
Thankyou.
I've never flown very far abroad before - particularly in mainland Europe (just Ireland, Northern France, Belgium and Holland), so can anyone recommend a route down to Northern Italy? My Mooney has a massive range of 950-1,000 miles with a 45 min reserve, so I could make quite a distance before stopping for a pee-break/coffee, but I wouldn't want to do the whole trip in one hop. Any suggestions where to stop for a leg stretch? Also, is there a recommended transit route for the Alps? I'd like to know the easiest rather than the quickest, as this will be my first time for crossing them. Is there a recommended clearance height above the mountains that, wx permitting, one should fly at?
Thankyou.
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In short, you need to get the charts and work out suitable routes, OCAS initially and with some in-CAS options which will obviously need ATC clearance.
Perhaps the best charts are the 1:500k Jepp ones. See my 2004 Crete trip writeup for a fairly detailed example. Not a lot has changed since then for VFR.
The process is no different to your PPL flight planning.
You need a decent GPS, obviously.
You will need much more than 45 mins' reserve in the real world; more so if you are going to southern Europe The standard 45 mins reserve is something you want to forget right now before you do anything else. Work on 2 hours' fuel (at cruise speed) at destination and make sure you have enough to go to two alternates.
In Italy, avgas is scarce and I would strongly recommend not flying to any airport until they have confirmed in writing they have avgas and will sell it to a foreign visitor. A lot of places have avgas but they won't sell it to visitors, short of a backhander. Italy is the hardest country in Europe in this respect. Little is what it seems; I have stood right in front of the avgas pump at Oristano (see my 2010 Sardinia writeup) and not even the airport manager would discuss it... I just got a Mona Lisa smile. Some Italy lovers slag me off for repeatedly warning about this but it is true.
Trieste is a good starting point, which I think has all the facilities. Padova was also good (but will deny a landing clearance if they don't get Customs PNR, so as in all cases always contact the airport before flying there).
Regarding having a pee, forget about serious flying if you haven't got an in-flight provision for that There are various options. Many pilots totally dehydrate themselves before a flight but then your brain is not working properly.
Perhaps the best charts are the 1:500k Jepp ones. See my 2004 Crete trip writeup for a fairly detailed example. Not a lot has changed since then for VFR.
The process is no different to your PPL flight planning.
You need a decent GPS, obviously.
You will need much more than 45 mins' reserve in the real world; more so if you are going to southern Europe
The standard 45 mins reserve is something you want to forget right now before you do anything else. Work on 2 hours' fuel (at cruise speed) at destination and make sure you have enough to go to two alternates.In Italy, avgas is scarce and I would strongly recommend not flying to any airport until they have confirmed in writing they have avgas and will sell it to a foreign visitor. A lot of places have avgas but they won't sell it to visitors, short of a backhander. Italy is the hardest country in Europe in this respect. Little is what it seems; I have stood right in front of the avgas pump at Oristano (see my 2010 Sardinia writeup) and not even the airport manager would discuss it... I just got a Mona Lisa smile. Some Italy lovers slag me off for repeatedly warning about this but it is true.
Trieste is a good starting point, which I think has all the facilities. Padova was also good (but will deny a landing clearance if they don't get Customs PNR, so as in all cases always contact the airport before flying there).
Regarding having a pee, forget about serious flying if you haven't got an in-flight provision for that
There are various options. Many pilots totally dehydrate themselves before a flight but then your brain is not working properly.