Whilst the English Channel is only 18 miles wide at its narrowest point, it represents a pretty major cultural divide and, at the same time, provides a challenge for those intrepid aviators who seek to cross it.
Those who live near to the South Coast will probably make regular trips to Calais, Le Touquet or maybe Dieppe.
If you live further inland in the UK then you have to reach the coast before you can consider the crossing to France.
Unless you live in South Eastern England, crossing via the narrowest route is probably not the most efficient way to go and, as you move further West, the distance increases to around 60 miles between the Isle of Wight and Cherbourg.
If you cross between Goodwood and Caen, the water crossing is 90 miles.
Looking at the map shows numerous danger areas all along the Channel from Worthing to Lands End.
The Navy has to have somewhere to play and most of the ranges are only used on an occasional basis therefore;
Crossing is not as big a problem as it first appears. The Royal Navy have provided a Guide to Crossing the English Channel or Le Manche as the French call it.
For a Number of years, I taught at a military flying club where the CFI insisted upon flying with all of the instructors at least once a year.
Therefore, every September we mounted a club outing to France.
On the first trip, three aircraft headed for Dieppe. At mid channel we duly changed from London Information to the published Brest frequency; they did not want to know us as we were VFR so we changed to Dieppe Tower.
On initial contact, we were cleared to land even though we still couldn't see the French coast. When we arrived, the tower was shut so we parked, secured the aircraft and went to the bar.
As the barman poured the second drink, we heard the next club aircraft calling Dieppe; without flinching the barman picked up a microphone from behind the bar and gave him clearance to land.
We had clearly arrived in a different country!
The next day it was foggy; our IMC ratings were not valid, so we had to wait until visibility improved.
Finally we took off and headed West above a thin layer of cloud; VFR on top. It was then that we realised how far apart the navaids are in France, there were few DMEs and our fixes were rather large.
An intended, landing at Flers was aborted in favour of Granville after we misidentified Domfront some 12 miles to the South.
At Granville, we met the other two aircraft which had flown different routes.
It was lunch time and, in France, that means everybody, including ATC, closes down for about two and a half hours.
You simply arrive and land, speaking French of course, and make your way to the restaurant to join the rest.
Sometimes, they may waive the landing fee as the airport was not manned.
Our final destination was Dinan (not Dinard but only 10 minutes away), a lovely airfield with a good restaurant and an excellent town to night stop. This became a regular stopover on subsequent visits to France.
Once introduced to flying light aeroplanes in France, the trips continued on a regular basis.
Frequently on arrival, an instructor would appear from a French Aeroclub and complain that we were not speaking French, a requirement when ATC is closed; often there was nobody in Customs, you simply left your details and continued.
Closing the flight plan invariably meant a telephone call especially if there was nobody in ATC.
I will now have a look at how the newcomer can get started in a cross channel adventure.
Flight Planning
Depending on where you are planning to go in France, you will need to obtain the relevant maps.
The UK Southern Chart covers the Northern French Coast line from Dunkirk to the Cherbourg peninsular and the Channel Islands but does not cover very much of the French mainland.
You will need a French chart of which two types are available, the IGN aeronautical chart and the Jeppesen VFR Chart.
Coverage differs and sometimes one chart works better than the other. They look quite different to UK charts.
Plan a route so that you leave the UK with a VOR behind you and ideally one in front of you.
Always plan to fly over water at the highest altitude possible as it gives you more time to communicate, plan and glide if anything goes wrong.
The chart contains a number of recommended routes to follow.
Unfortunately, some of the routes have limited upper altitudes due to rather low airways routing to and from the Channel Islands.
There are a number of good websites that provide guidance on flight planning so I don't want to repeat all that material here.
Fly in France and The Flying School have some excellent information and links.
The CAA provide a number of Safety Sense Leaflets that can be downloaded from their GA Website, these include SSL20 VFR Flight Plans; SSL11 Interception Procedures which you must carry and SSL21 Ditching.
You will need to obtain details of French Airfields and frequencies.
Pooleys and AFE provide suitable documents.
The French AIP is available on line in English and provides NOTAM information.
It is easier to use than the AIS site. A useful page of Aviation links can be found here.
Customs
Since I have been flying to France, the customs procedures have changed.
Originally the French were not bothered and the UK Customs were quite stringent, however, with the introduction of the EU, roles have reversed and the French are now more stringent whilst in the UK you can fly into and out of any airfield provided 4 hours notice is given.
In France, you must enter the country via a customs airfield.
Quite probably customs may not be there but you must go.
If you have an EU registered aircraft, there are few problems, however, if you operate a non EU aircraft, they may wish to see VAT receipts and import licences if the aircraft is based outside its country of registration.
When arriving in Deauville with a YAK 52, they questioned the gun under the port wing; it was the pitot tube!
Your local airfield will most likely have the Customs number for notification of flights.
They will need to know the names and dates of birth of the persons travelling.
These can be submitted by phone, fax or email using a General Aviation Report.
The biggest problem is likely to be caused by female passengers who don't wish to give their age!
Customs now operate a UK wide number 0870 785 3600; Fax on 0870 340 3878 and email ncu@hmce.gsi.gov.uk
Communication
Once you reach mid-channel, the pace changes somewhat.
Many of the published frequencies are some way off and communication may be difficult.
If you are VFR, then you will be expected to look after yourself so be prepared to pass your details and hear little more or be moved to another frequency.
It is quite possible to fly over much of France without talking to anyone.
Whatever you do, stick to basic phraseology remembering that CAP413 is not used in France; they use ICAO phraseology.
Just because you are talking to a ground station does not mean that you are under control, avoidance of restricted airspace is your responsibility.
Channel Islands
The Channel Islands are only a few miles off the French Coast and are worth a visit, however, there are complications.
All flight directly to and from the UK to the Channel Islands are subject to the Terrorism Act and require Special Branch clearance.
This is not complicated but does require 24 hours notification.
If, however, you route from the CI to France and back to UK there is no requirement for any notification.
Be prepared for a handling agent now conducted by the aeroclubs at Guernsey and Jersey.
Alderney is much less formal and you can walk into town from the airport.
The Channel Islands are in the Brest FIR and most of the Airspace is Class A with Class D around the airfields.
Be prepared for a SVFR clearance.
Restricted Airspace
Following 9/11, restricted airspace appeared all over France around its nuclear power stations and other installations.
Initially notified by NOTAM, the areas did not appear on the aviation charts until much later and there were numerous infringements.
The infringements are notified by the French military and often occur to aircraft in contact with ATC who provided them with no information regarding the incursion.
Fines can vary between 10,000 and 15,000 Euros, an expensive lunch.
I recall flying around Mont St Michel and being advised by ATC that another aircraft was flying around it in the opposite direction; on the next visit I was told I had infringed the prohibited area that was not on my chart.
There is a great deal of military low flying so avoid these areas by keeping above 1500 feet.
Flight below 500ft agl is not permitted unless landing and taking off.
Airways
In the UK we are used to avoiding Airways, however, in France, it is possible to fly Airways VFR using VFR levels. The maximum level is FL115 and all levels are Semicircular not Quadrantal.
If you have an IR, then flying airways to France is much simpler but not as much fun.
Ditching
Crossing water in an aeroplane is a risk that needs careful assessment.
Its is not very likely that your engine will fail, after all the engine does not know that you are over water!
You should carry life jackets and wear them uninflated on the water crossing.
A radio beacon is also essential if you should find yourself in the water.
If your aircraft is big enough carry a liferaft, the first priority on landing in water is protection from hypothermia.
As ex RAF aircrew, I have been thrown into the Channel just 3 miles off Plymouth on numerous occasions, after 15 minutes in cold water your ability to do anything ceases.
Clothing helps but, unless you wear gloves, your hands become useless.
When crossing water, plan as high as you can, it gives you more time, know how to ditch, crosswind across the swell, not into it; land near a boat if you can, remember big boats may take 20 miles to stop.
Squawk 7700 and use 121.5 for the satellite triangulation.
Planning improves your chance of survival.
