Fly310 wrote:
However, you should keep an updated list of all individual aircrafts that are being used and there is another EU regulation stating that the member state is responsible to make sure that an aircraft is insured for the type of flying it conducts(really weird, I know). Therefore you might as well include it in your declaration. The declaration can change at any time so you just change it when you will use a new aircraft.
In fact, as I recently learned, the Swedish CAA requires that you include this list in your declaration for this reason. (I know that you know but others may not.)
Part DTO Regulation 2018-1119 contains all the relevant details. It also includes the amendments to Reg 1178-2011 and references to the basic Regulation 2008-216 which has now been repealed and replaced by Regulation 2018-1139
DTO.GEN.240 Training aircraft and FSTDs (a) A DTO shall use an adequate fleet of training aircraft or FSTDs appropriate to the training it provides. (b) A DTO shall establish and keep up-to-date a list of all aircraft, including their registration marks, used for the training it provides.
DTO.GEN.250 Aerodromes and operating sites (a) When providing flight training on an aircraft, a DTO shall only use aerodromes or operating sites that have the appropriate facilities and characteristics to allow training of the relevant manoeuvres, taking into account the training provided and the category and type of aircraft used. (b) When a DTO uses more than one aerodrome to provide any of the training specified in point DTO.GEN.110(a)(1) and (2), it shall: (1) for each additional aerodrome, designate a deputy head of training, who shall be responsible for the tasks referred to in point DTO.GEN.210(a)(2)(i) to (iii) on that aerodrome; and (2) ensure the availability of sufficient resources to safely operate on all aerodromes, in compliance with the requirements of this Annex (Part-DTO).
Airborne_Again wrote:
IIRC, you don’t declare the aircraft to be used, you declare the aircraft __type____(s)__ to be used.
Well, that is absolutely true according to the DTO requirements. However, you should keep an updated list of all individual aircrafts that are being used and there is another EU regulation stating that the member state is responsible to make sure that an aircraft is insured for the type of flying it conducts(really weird, I know). Therefore you might as well include it in your declaration. The declaration can change at any time so you just change it when you will use a new aircraft.
Snoopy wrote:
Apart from declaring the aircraft to be used is there any other paperwork required?
IIRC, you don’t declare the aircraft to be used, you declare the aircraft __type____(s)__ to be used.
Cheap and hassle free approaches?, including LPV would me my guess
Also, some did their allmost the full PPL training while touring in France (not sure what was the arrangement with CAA if any), so dont see why doing the same for a full IR will be different?
So not sure what is the background on “calais approach training ban”, playing the devil advocate: would combining a cross-channel check with approach training work?
As far as I know, lot of training happens outside UK under UK CAA oversight (at least in south of Spain)
The only glitch I heard of was UK CAA getting sensitive when English Proficiency is signed by a non-UK examiner (one examiner told me that lot of attempts for his initial PPL issue of his students did bounced back, then him sending a full documentation package, fyi he has an Irish FE licence that also show he is an English man from Essex 
)
One thing that occurs to me is that I’m pretty sure previous instruction (done in another) counts for required hours for ratings. It would be weird if the CAA “preferred” it to be a national instructor than a UK one.
I did part of my required night hours in Norway (norwegian instructor and norwegian plane) and the CAA didn’t seem to find an issue in it.
My prior is that this is what would be called an old wives tale
@tumbleweed might know more.
I don’t think that falls into what you mean by “required” flights, but I did (as instructor) the 1h flight someone needed to do on a flight from the UK to Ostend (and back).
L3 ((formerly?) operating as CTS in Bournemoth) has an outfit in Portugal and I’m wondering if they are operating on UK or Portuguese approval
