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France accepts UK sub-ICAO licences and medical declarations

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Where France leads, will other countries follow?

Overflight of France by visiting National UK PtF Aircraft

Pilots should check they have up to date information.

The DGAC has updated, following Brexit, their specific rulings on the overflight of French territory by amateur built and certain historic aircraft registered in the United Kingdom.

Details are on the DGAC website and include courtesy English translations:
Detail links to the French and English versions of the decrees that apply are:-

In general, the terms are:
Pilots may fly amateur build aircraft for private activity, VFR only, for up to 28 consecutive days subject to them having a valid UK certificate of airworthiness (or permit to fly).
Historic aircraft, are permitted on the same basis. These are defined as aircraft falling in category 1(a) (i) of Annex I to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018*, and that a type certificate or an individual certificate of airworthiness meeting the requirements of Annex 8 of the Chicago Convention has been issued to such an aircraft, and that the aircraft was constructed by a manufacturer authorised by the former holder of the type certificate.
*In general, this means factory-built former CofA aircraft, whose initial design was established before 1 January 1955, and production has been stopped before 1 January 1975, now operating on an LAA Permit to Fly. Certain LAA-overseen former military types are also covered within this definition.

The DGAC require and accept pilots of the above aircraft overflying France provided they hold a current Pilots Licence and associated medical as required and issued in the state of registration of the aircraft. This means that as well as ICAO compliant licences & medicals, UK NPPL and UK LAPL licenses and Pilot Medical Declarations will be accepted by DGAC. The principle applied is that if the licence and associated medical is valid to fly such aircraft in the country of registration, it is accepted in France.
Note: this does not necessarily apply to pilots of Part-21 Certificated aircraft or in other EASA states

Rules of the Air
Pilots should of course operate in France or any other third country in accordance with the national rules of the air for the country concerned. It is vital pilots familiarise themselves with the differences that apply. There is further information on flights outside the UK in LAA Technical Leaflet TL 2.08.
LAA Info document 18th June 2021

local PDF copies

Is the FAA 91.411 and 91.413 altimeter check required outside the USA, and mandatory stickers?

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I am looking for a new FAA 145 company to do this.

The one I was hangared in has gone. I used to fly to IAE but that’s a long trip and there is nothing at/near Cranfield.

Are there maybe some travelling people, who don’t charge 500 quid?

LAPL / UK NPPL and N-reg

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Is anybody aware of any reason why the EASA LAPL might not comply with FAR 61.3 ?

It’s obvious from the FAA Chief Counsel rulings on 61.3 and JAR papers that the LAPL would in any case be usable only in the airspace of the country that issued it.

I managed to get a written confirmation from the FAA (see above link) that the UK IMC Rating is good for an N-reg, and the LAPL is a similar sub-ICAO piece of paper.

Unless there is something in EASA FCL limiting its use to EASA reg planes…

Which EASA registrations are most favorable for owning by non-EU citizen?

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I’m not an EU citizen and I’m looking to buy an affordable plane on EASA reg and keep it on the original reg (I’m getting my EASA license).

Which countries are less favorable for non-EU owners? I’ve read/search many articles here and found that D-reg requires mailbox in Germany which might be difficult to have. What about other countries?


Diamond DA50

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What about the DA50 with whatever engine, turboprop or big diesel?

Oban EGEO fuel situation

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Notam for EGEO Oban:
“Q) EGPX/QFUAU/IV/NBO/A/000/999/5628N00524W005
B) FROM: 19/09/27 14:02C) TO: 19/12/20 16:15
The 19/12/20 date may not be a certain date for a resumption of fuel.
I understand the supplier has retired, and that could affect turboprop fuel also.

Best glide distance, or minimum drag, may not be with a clean aircraft

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Interesting article in the last-1 US AOPA mag.

The Lancair 360 has a reflex flap option, apparently. Somebody found that 7 degrees UP (minus 7 degrees) delivers a 10% improvement in best-glide.

I don’t know of any certified aircraft which has a reflex flap mode.

Many years ago, one Socata mechanic told me that setting up the ailerons so when they are neutral, they are both up slightly (about 1cm) makes the aircraft go quite a bit faster. This is not surprising, but it would be at the expense of a higher Vs.


I had the impression more drag is what makes sping recovery harder? it’s the high drag regimes (high power, full flaps, fell assymetric, high angle of attack)
All you have to do to exit the spin …

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Unexpected event or two is ok but more than that can be too much especially if you’re accompanied with non-flying persons. When I fly with my wife only that’s easy – she’s accustomed to all possib…

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Two years ago while on vacation I did a couple of flights at the local club. To skip a full release I flew with their instructor, in hilly terrain it was good anyway.

He had such an adaptor. I coul…

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The Cherokees need a lot on nose down trim on final with full flaps, but heavy pull / nose up trim in the flare.
Arrows I find more neutral.
Airborne_Again wrote:

In our 2 -161’s (ie both tapere…


Even sleepy old Fenland had one more than 20 years ago, it cant be rocket science

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One DA50 was on the ramp at France Air expo in Lyon LFLY early June. Probably a factory aircraft.

First time a DA50 lands in France according to aviation press.

Comanche seite

It’s far away at least from my experience. We have 800 meters of runway on my homebase, with offset thresholds due to roads at both ends of the runway, so remaining 600 meters for landing. My pers…

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I’ll try to find out