Just got this report from a friend here in the Wichita area. He is in contact with one of his buddies in England, and he describes what sport flying is all about over there. Please note the costs associated with flying (User Fees) anywhere he goes. Tain't Pretty! -Ron
Subject: Flying in Europe The future of Aviation in the USA? Please read and forward. I have been in contact with this man. We have it gooddddddddddddddd! 4bh Subject: Flying in Europe Hello Bill, Really good to hear from you and glad you liked the article. I would be happy to share my experiences with you of flying over here. I have made this into quite a lengthy narative since, if you think it appropriate, I may send it to ABS as others may be interested. See what you think The UK General Aviation scene had changed massively in the 40 years I have been flying and sadly the change is for the worse. Without being unduly pessimistic, I would say that in my lifetime (I'm 60 this year), I have had the best of it and the regulatory authorities are doing their level best to make life increasingly difficult and expensive for the GA pilot. I'll give you some examples. First, let me explain what it takes to get me and my Bonanza in the air. All the values shown below are in $US at today's exchange rate of £1 = $1.50 The pilot 1. I need to learn to fly. Most clubs charge $250 per hour training rate and because of our weather, I am lucky to complete the 45 hour course without needing some extra time. However, lets say I stick at it and pass my tests first time. Thats $11,250. I send my licence to the Civil Aviation Authority with the application fee, $300, and my licence is in the post, typically 6 weeks later. 2. I may be able to fly but I also need to talk on the radio. That needs a separate test $110 and an extra $70 fee for the issue of a radio licence. 3. The weather here is very unpredictable so, having accumulated 200 hours in a C172 or PA28 at typical 'wet' rates of $170 per hour, (that's $34,000) I need my instrument rating. Now, please appreciate that the skies over here are so very busy that the last thing our authorities need is a bunch of GA pilots sharing their valuable airspace with the commercial boys. So, how do they deal with that? Well, they make it really, really difficult to pass an IR for the private pilot. (Out of 40,000 private pilots in the UK, only 200 have UK instrument ratings). They make you do pretty much all the theoretical subjects for the ATPL exam and insist you attend a residential course before taking the exams. You need to go to CAA Headquarters at London Gatwick airport for the tests. It takes me 2 years by correspondance course ($1000) plus a week off work for the course plus 4 days for the exams. Cost of tests to CAA, $75 per subject. There are 9 subjects. OK, so I've passed my written exams and need to do the flying. Best to get a multi engine rating. If I only get a single IR, I'd need to take the flying tests again all over in a twin. For the IR training, it is 55 hours (30 hours sim, 25 hours flying) PA34 at a package rate of $20,000 (yep, thats right, twenty thousand dollars! - See Bristol Flying Centre as an example). The IR test takes 2 hours and has to be with a CAA examiner. The test fee is $600 plus the hire rate of the aircraft $1000 so you had better pass first time! 4. Of couse I need a medical and because I'm over 50, that's every year with an ECG. Plus, I need an audiogram because I've now got an instrument rating. Total is $300 per year Well, thats got me good to go with all the licences I need and $70,000 lighter in the pocket. What I need now is an airplane! The Airplane 1. I choose a Bonanza because it is the best GA single in the world. It is also very rare here in the UK - there are only 11 V tail Bonanza's. Typical cost to buy a UK registered Bonanza in good condition with a mid-time engine $150,000. 2. I need to register it in my name. Ok, that will be $60 and a form sent off to the CAA. Now its mine. If its through its annual then we can go flying but if not - 3. An annual typically costs $2,750 provided there are no squarks. Most shops charge $55 per hour labour rate. That's just for the airplane. Each year, I need a radio annual as well. If all the gadgets and gismo's work OK, this should be $200 for the sign off. Oh, and I almost forgot! We need a licence from the Radio Telecommunications Agency to use our radio's. Thats another $40 per year. 4. Wait, I need to arrange hangarage and insurance first. Hangarage at my home base costs $4,500 per year. Remember, we have 15% value added tax on everything. Insurance for average utilisation of 120 hours per year with coverage throughout Europe costs $3250 per year. Can we go flying yet? Not quite, we need- 5. Avgas. At my home base EGNE, I am paying $1.95 per LITER. There are 3.8 Liters to the US Gallon so that is $7.40 per gallon.So, I am going flying in the UK and fill my Bonanza to the brim, tip tanks and all - thats $790. Phew. So, my FBO have pulled the airplane out of the hangar (thats included in the $4,500 per year). They have filled the tanks and I've checked it out. We really are good to go - well, almost! The Flight 1. First off, we are going flying to a typical GA airport 120 miles in the South of England. (We'll go overseas in a while). Better get the weather. 2. For TAF's, METARS and weather information, you do it yourself. That means subscribing to an aviation web based weather and briefing facility like AVBRIEF. $75 per year. Ok, so the weather looks marginal even for our planned IFR route. Better phone our Met Office. They have a special briefing unit where you can talk to a real, live met officer - at $30 per call but better be quick, they only allow you 4 minutes and you better have read your TAF's and METARS first! The weather looks OK but, having used AVBRIEF for the NOTAMS, I am still not quite there. First, I need to check the Red Arrows RAF aerobatic team. Where the heck are they today. Not quite so critical since we are IFR but better check anyway. Oh, and the same goes for the Battle of Britain Memorial Flight. Go anywhere close to these guys and you can say cheerio to your licence. 3. Nearly there. I need to file a flight plan because we are IFR. I now (since March 2009) have to use a computer based filing system. It is frought with difficulty and complexity. First, I need to check out that my route will work within the system (remember how busy our airspace is). Then I file the flight plan on line and, if we are lucky and I have done my homework, I get an Acknowledgement. We had better be going. If I am delayed more than 30 minutes off blocks, I have to file a Delay. 4. The flight turns out really nice. This is what all the effort and hard work is about. We go nowhere near out filed routing as London Control has us vectored all around to avoid commercial traffic but, with all that fuel, we don't really mind. We are given radar vectors to the ILS and we land and taxi in. There is a ground handling van to meet us. Oh, that's bad news. Ground handling looks to be compulsory here (should have checked that) so we accept gracefully and are taken to the Tower to pay our dues. Well, here goes. It is $45 landing fee, $20 Navigational charges (that's because we used the ILS) and whilst parking is free for the first 3 hours, it is $5 per hour thereafter. The handling agent also wants $20 for the ride in the van. 5. Route charges. Now, they are something else again. If your airplane is over 2 Metric Tonnes, you pay Eurocontrol charges for any flight in the IFR system throughout Europe (which would include the flight we have just made - think another $50 for that.) They bill you direct through the mail. Fortunately, with my Bonanza, we don't pay route charges - yet! 6. Later this afternoon, we fly over to the Channel Islands. We go VFR because the weather is nice now but we still need to file a VFR flight plan as we are crossing water. We enjoy views of the French Coast as we are positioned in traffic for landing. Mind you, it is a good job that I remembered to to send a General Declaration form to Special Branch of our local police not less than 12 hours earlier as the Channel Islands are classed along with Northern Ireland as governed by the Prevention of Terrorism Act. We also need to tell them when we are returning as they have the right to meet us at the airport to check our details, departure point and time of arrival. The good news is that AVGAS here is cheap, only $5 per US gallon and landing fees only $15. 7. Well, there is good time to slip over to Cherbourg on the North French coast before our return flight back to our home base in the UK. First, however, we need to spend time doing a little homework. I file a VFR flight plan to Cherbourg and then an IFR plan from Cherbourg back to base, leaving time in Cherbourg for some excellent seafood! Then, I fax a General Customs Declaration, one copy to my home airfield, one to Her Majesty's Revenue and Customs (we are effectively re-importing the airplane so have to make a customs declaration that all taxes are paid) and one to Immigration at an airport near my homebase where immigration officers are stationed - remember, they can check on us on our return. 8. The flight to Cherbourg is wonderful at low level. It has to be as we are VFR and have to remain not above 1500ft. We remember to avoid the nuclear power installation to the west of Cherbourg town. Infringe that and the French will fine us and probably confiscate our airplane. On arrival in Cherbourg, we pay a modest $10 landing fee - no other charges and this is typical in France - and, after an enjoyable supper, make our way home. That means lots more radar vectors through the Western sector of London Heathrow traffic until we are clear to the North. So, there you have it. I would urge you to enjoy the flying you have, the freedom it brings and the comradeship you share with your fellow pilots. We do just the same over here but, as you will appreciate, it costs us dear. Kind regards Adrian Daley
