Flying Abroad - Information

DISCLAIMER Every effort has been made to ensure the accuracy of the information provided, but it remains the pilots responsibility to remain compliant. We take no responsibility for the accuracy of this information; you are the pilot in command!

2021 Guidance for flying to/from the UK following the UK leaving the EU is published by the Government at this link.

The following information is provided to assist BMAA pilots in flight planning for flights within the Common Travel Area (CTA) under the Anti Terrorism Act 2000 and to Europe, covering both the General Aviation Report (GAR) and Flight Planning process”

UK Border Force 'Submit a GAR' service: https://www.submit-general-aviation-report.service.gov.uk/welcome/index

1.    GAR Form requirements for flights within the CTA. Read the file.

2.    GAR Form requirements for flights to Europe. Read the file.

3.    Flight Plan completion for flights abroad. Read the file.

4.    Flying Abroad Checklist. Read the file.

The following sites provide useful information in flight planning for flights abroad.

5.    The AOPA site provides comprehensive information.   AOPA Follow the Go Flying link to Flight Planning and Flying Abroad.

6.    The European Microlight Federation (EMF) document provides information on National requirements with links to governing bodies and sources of further information and contacts. European Microlight Federation (EMF)

7.  Homebuilt? Start by reading the ECAC - The European Civil Aviation Conference - recommendation ECAC Recommendation INT.S/11-1 - for homebuilt aircraft. The UK is a member of ECAC.

French Regulations

Assumptions: Your microlight is UK-registered and has a valid permit & Certificate of Validity. You are legally entitled to fly your microlight in the UK, since you have a valid pilot licence and associated medical; this includes a pilot medical declaration where applicable.

PILOT LICENCE

Latest communication from DGAC (as at 07 June 2023):

Processing of requests related to the aircraft that do not meet the criteria of the decree of 07/01/2015 concerning the conditions of operation over French territory of European microlights.

Context of the request :

The aircraft doesn’t comply with the french microlight regulation and requires a permit to fly issued by the DSAC. Since Article 2 of the regulation does not apply, a decision must be made by the Licenses department of DSAC/PN to validate the pilot's aeronautical title to operate the aircraft under the conditions of the permit to fly.

Contents of the File :

The Licence form must be sent to the email address licences-navigants@aviation-civile.gouv.fr with the subject line "DOSSIER-LP-NAV-PILOTNAME-NATIONALITY" and a copy to nicolas.tecles@aviation-civile.gouv.fr.

Note: This request only concerns the pilot. A parallel or prior request must be made to the Airworthiness department of DSAC/NO to obtain the permit to fly.

Please submit the following documents :

• The permit to fly request form (LP6) indicating the serial number

• The attached request form, specifying (see below) the number and name of the aeronautical title allowing the pilot to fly the aircraft in the United Kingdom

• The pilot's license issued by the UK CAA allowing the pilot to fly the aircraft in the United Kingdom

• The associated medical certificate for this aeronautical title 

• A signed attestation stating the total experience on the aircraft concerned as well as the flight experience of the last 3 months 

Processing

Based on the license (License + medical) used to operate the aircraft in the UK:

• CASE 1: ICAO-level License + medical -> possibility to come and fly in France without a decision

• CASE 2: EASA LAPL License + EASA LAPL medical (at minimum) -> possibility to come and fly in France without a decision

• CASE 3: UK LAPL License + UK LAPL medical (at minimum) -> Decision required (see documents to be submitted)

• CASE 4: UK national title issued to operate the specific aircraft + UK LAPL medical (at minimum) -> Decision required (see documents to be submitted)

Note: A "Medical Declaration" associated with the submitted license will not be accepted, and the request will be rejected.

MEDICAL: 

We understand that pilots of [microlights that meet the French microlight definition or that are amateur-built] are able to fly with a Pilot Medical Declaration (PMD).

If your microlight does not meet the French definition and is factory-built, you will need a LAPL medical as a Pilot Medical Declaration (PMD) will not be accepted  [see the text above].

AEROPLANE: 

If your microlight meets the French ULM definition, (basically, 450kg for flexwing and 500kg for 3-axis and max. 80KW (107HP) engine power but see this table) then you don't need any further permissions from DGAC.

If your microlight is amateur-built, you don't need any further permissions from DGAC.

If your microlight is factory-built and does not meet the French ULM definition, you need to apply for an overflight exemption (which the French sometimes refer to as a 'pass'). Fill in this form and there is a fee of €50. You probably (!) need a LAPL medical as the PMD is not accepted (see above).

If your microlight is SSDR, you may not fly it to France (or anywhere outside the UK). This is as per the CAA policy, read it here

Other information: Your flight in France must be recreational and not commercial. It cannot be used for transport, trial flights, training or flight testing. You are usually granted a maximum of 10 days at any one time and up to 3 visits in a 12 month period.  If amateur-built, your aeroplane must have at least 15hrs of flight time and 50 landings.

Source material:
Foreign aircraft - https://www.ecologie.gouv.fr/en/foreign-aircraft
Microlights - https://www.legifrance.gouv.fr/loda/id/JORFTEXT000030109795/
Courtesy translation of above link - https://www.ecologie.gouv.fr/sites/default/files/Arrete_7_Jan_2015_European_Ultra_Lights_EN.pdf
Amateur-built - https://www.legifrance.gouv.fr/loda/id/JORFTEXT000036437808
French regulations - https://www.bmaa.org/files/french_regulations_2019.pdf

Useful page for French radio: https://www.francoflyers.org/french-radio-calls.html

Belgium

[As of 11/7/23] The UK licence is accepted as part of the application process for an overflight exemption.

Denmark

Sub-475kg microlights require a permit, issued by the Ultralight Flying Association DULFU. Super-475kg microlights are referred to the Danish CAA and the process is less clear. 

Germany

[Latest information as at 25/7/23 from the Luftfahrt-Bundesamt]  "With regard to the application for the entry/overflight of foreign-registered aircraft with restricted certification, we do not require any information or evidence about the pilots. The approval is now only for the aircraft. The submission of licenses, validations, medicals, etc. is no longer necessary. Our website has already been adjusted accordingly."Ultra-light" aeroplanes need no separate permission."

Spain

[As of 11/7/23] One member reports no problems obtaining an overflight exemption with his NPPL licence and PMD (pilot medical declaration).


Moving Aircraft Into And Out Of The UK

Taking your aircraft abroad by trailer

Your aircraft *SHOULD* be treated as a private vehicle and therefore not subject to customs charges, as per the UK government list which is here. You make a ‘declaration by conduct’ and the UK government believes other EU states should accept this in the way the UK does. This may, however, only count for exit from, and re-entry into, the UK

This information comes from the British Gliding Association and should also apply to other aircraft.

Temporarily moving an aircraft across the UK border eg for expeditions, competitions, etc.

The British Gliding Association worked with Government to reach a proportionate approach to border crossing with gliders. The situation briefed to the BGA by Government in a meeting on the 6th May 2021 is that where a privately owned glider is moved across the UK border in a trailer towed by a private vehicle and the intent is to return the glider across the UK border (for example visiting the EU for a holiday, competition, etc), the export and subsequent import should be declared orally on disembarkation as a ‘declaration by conduct’. ‘Declaration by conduct’ is a term recognised by UK border staff. Safety and security requirements do not apply unless the glider is being moved under contract. In due course, the guidance will be published on the .Gov website. The UK government cannot comment on behalf of EU borders. However, it is understood that a similar approach should be taken at the EU border.

Temporarily moving an aircraft across the UK border eg for repair

The UK-EU Trade and Co-operation Agreement (TCA) allows goods to temporarily move between GB and the EU for repair without incurring customs duty on import, regardless of their origin.

Outward Processing is a procedure that allows goods to be temporarily exported from the UK for repair or processing, and then reimported to the UK without payment of UK customs duty or import VAT. Further info on Outward Processing and the conditions that need to be met for the relief can be found at:

https://www.gov.uk/guidance/using-outward-processing-to-process-or-repair-your-goods

https://www.gov.uk/guidance/apply-to-pay-less-duty-on-goods-you-export-to-process-or-repair