Some positive news from Spain. In 2020 RACE (one of the orgs representing GA here) has objected to the limitations that AESA imposed on visiting Annex 1 aircraft. The Court has seemingly accepted most objections. AESA has the right of recourse and so this may not be final. Important changes are that the 180 days limitation would be deleted and the notification period of 15 days prior to entry would be shortened.
This would enable people to station a foreign reg Annex 1 aircraft here. It could even open up the market for Spanish nationals to buy something abroad, unless that would be legally impossible. AFAIK the Spanish law prohibits that, but that’s been challenged by various actors and seems not to be enforced.
From here
aart wrote:
No, they have recently been relaxed to a workable level. Along with some very convenient other issues like 100% self-declared maintenance, the ability to enter into CAS (in the process of being approved, and requires a radiotelephony license and proper avionics of course)
@aart, could you please elaborate more both on altitude limitations and CAS entry limits being removed? What is the current status?
Thanks!
Maybe we are drifting the thread a bit too much, but here goes anyway:
See chapter 4. Flights allowed upto 10.000 ft AMSL (13.000 ft for 30 minutes), outside of CAS and other zones, VMC and daytime only.
As to CAS entry, this is being worked out between the sector and the authorities. The principe has been agreed to. Hard to say when our king will sign the document, my guess is at least one year. Several parties involved including the airport operator AENA who may not want to have ULMs at or near their airports..
As you can see, Spain also signed up for the 600 kg MTOM for ULMs.
@aart, which medical do you need in spain to fly an ULM? Is it correct that you need a full EASA class 2 medical?
Class 2, LAPL of course.
Right, so the “French solution” for somone who can’t or won’t be bothered to get a Class 2 is not an option in Spain.
On the other hand, with the LAPL you can also fly certified planes, so basically a license which covers both? That is also quite an interesting proposition. From that logic, can you fly ULM’s with your normal PPL without any additional ULM license?
Update here.
UL visitors to the UK may need a full EASA (ICAO) PPL.
Which probably also means that UL visitors from the UK to the European mainland may need a full UK (ICAO) PPL.
@Peter, the link seems to be broken.
I believe that the bilateral UK-FR agreement for mutual recognition of permits and pilots’ paperwork for visiting ULM, amateur-built and historical aeroplanes is still in force.
On the other hand, with the LAPL you can also fly certified planes, so basically a license which covers both? That is also quite an interesting proposition. From that logic, can you fly ULM’s with your normal PPL without any additional ULM license?
No, you need to get a ULM license, but it’s very easy if you have a PPL: 3 hrs with an instructor OR a flight exam with an examiner. No theory requirements. To keep your ULM license alive you just need to do 5 hours in the last 6 months before expiry. Expiry is 2 years. Renewal is a simple administrative process.
@Mooney_Driver a French PPL needs a ULM licence to fly a French ULM.
Back in the early days of the ULM a PPL pilot just took his licence to a DGAC office an you would be handed a ULM licence.
This is one of the things that has evolved in order to keep the freedoms. Nowadays a PPL does a conversion with an instructor who then signs you off and sends the form off to the DGAC who issue a separate licence from your PPL licence. IIRC it took just over an hour of flying with the instructor.
