francoflyers

French VFR rules—a little different

French VFR rules are similar to the UK but with a few significant differences.

VFR cruising levels

The rules on terrain clearance generally were re-vamped at the beginning of 2007 and are dealt with more-fully in another article here

When flying at 3000’ or more above surface level during the en-route stage of flight, the semi-circular rule should be used to select the cruising altitude or flight level, as follows:

From transition altitude, Flight Levels should be flown using an altimeter setting of 1013.25 hPa / mb.
 
Track 0°—179°     FL 35, 55, 75, etc
Track 180°—359° FL 45, 65, 85, etc

Below transition altitude, same principle but using the local QNH to fly the appropriate altitude measured in feet (3500', etc).

In France, transition altitude is effectively 3000 feet above surface (ground or sea) level in uncontrolled airspace.

In controlled airspace, transition altitude varies from place to place and from time to time, as notified—current transition altitude may be obtained from the recorded aerodrome ATIS or directly from an Air Traffic Controller.

In the absence of a notified transition altitude, use 3000’ above the surface.

VFR On Top

Aircraft with serviceable radio and radio navigation equipment may conduct daytime VFR flights above cloud—non-radio aircraft must remain within sight of the surface.

This rule does not allow a non-IR pilot to climb and descend through cloud which must therefore be sufficiently ‘broken’ to maintain VFR in all phases of flight.

VFR ‘on top’ was legal in the UK some years ago, but is not presently allowed.

Update    When this article was originally published in April 2008, it was assumed that holders of a UK-issued JAR PPL (with no Instrument Rating) would be able to exercise the privilege of 'VFR on top'.

However, we have now received expert advice from a long-serving member of the UK Civil Aviation Authority who states that this is not the case.  

Essentially, the holder of a UK-issued PPL or BCPL, including a UK-issued JAA licence, must comply with the conditions of the licence (ANO Schedule 8) as well as observing the airspace regulations of the country in which the flight takes place (i.e. observe the rules of both aviation authorities),

An interesting 'wrinkle' is that the holder of a UK-issued licence, which includes a valid IMC rating, may fly 'VFR on top' in France—even though the IMC rating is not valid for IFR flight in France.

The IMC rating also removes the requirement to fly 'in sight of the surface', which precludes 'VFR on top' unless the surface can be seen.

Holders of UK-issued commercial licences are not so restricted.

Many thanks to Mike Grierson (CAA expert) for reviewing this update and providing some useful amendments to improve clarity.

VFR Flight in Airways

Unlike the UK, VFR flights are allowed in airways which are classified as either Class E airspace (generally up to FL115) or Class D airspace (generally above FL115).

Radio communication is compulsory in class D airspace but not in Class E (except for Night VFR) though the semi-circular rule must be operated when flying along or crossing a Class E airway.

Night VFR 

Night VFR is permitted subject to the following limitations:

* The pilot must hold a valid IFR licence (Instrument Rating) or Night VFR licence (Night Rating).

* The aircraft must be equipped for night flying (this can be verified by reference to the Flight Manual).

* The departure/destination airfields should be equipped and available for night flying ('VFR Nuit' will be specified on the airfield chart)

* Cloud base must be at least 1500 feet above surface (local flights) or planned cruising level (non-local) and visibility must be at least 5 kilometres (local) rising to 8 kilometres (non-local)—all night VFR flights should be within sight of the surface

* Apart from take-off, landing and alternative ‘official’ instructions, local VFR night flights should be conducted at a height at least 1000 feet above the nearest object within 8 kilometres—this is raised to 1500’ for non-local flights and 2000’ over areas where terrain reaches an altitude of 5000’

* Flight plans are mandatory for Night VFR except for those defined as ‘local’— for example, flight plans would not be required for flights taking off and landing at the same aerodromes or operating between two aerodromes for which the approach is provided by the same air traffic control service.

In each case, flights would also need to remain within the same controlled airspace.

In the absence of controlled airspace, local flights are defined as those operating within 12 kilometres (6.5 nm) of the departure aerodrome

Flight plans should be filed at least 30 minutes before the night flight—i.e. the FPL could be filed shortly before take-off so long as this is 30 minutes before ‘official night’.

NB There is no obvious indication on VFR charts or VFR Airfield charts which aerodromes operate under the same air traffic control service and this seems to be a matter of ‘local knowledge’ among French Flying Instructors.

If in doubt, ask the control tower before departures or file a flight plan anyway.

In the interests of accuracy, please check 'the 'French Air Traffic Rules' link, on the sidebar of this blog, for up-to-date information..

Acknowledgement

I would like to acknowledge the contribution of (former) Aéro-club de Limoges Flying Instructor Georges Thety for checking this article prior to original publication (in April 2008).  

That Dual Flight Every Two years

One Hour Dual

JAR FCL requires that every holder of a JAR FCL SEP Class rating undergoes a one hour dual training flight every 2 years as part of the revalidation requirement. There is no set content for this flight so it can be tailored to individual requirements. However, in many cases, pilots elect to refresh handling skills and also navigation techniques.

In many cases the scenarios looked at on these flights are only flown by the candidate when carrying out this refresher, so as you may imagine, lack of recent practice often means that the pilot does not perform at his or her best. Also, the proliferation of portable GPS equipment has had a noticeable impact on basic navigation skills.

Therefore, summarised below are the main areas of weakness which may set you thinking, and prompt you into sharpening up your skills prior to your next meeting with a flying instructor.

1. Navigation. Some pilots have become so reliant on GPS that basic map reading skills are non existent. A short 25 minute VFR map reading leg can be difficult if not impossible for some to complete using only a map and visual navigation techniques. So the recommendation is, put the GPS away once in a while and remember what a paper map looks like and practice looking out of the window to properly identify ground features.

Another common navigation error is map reading too close to the aeroplane. Get into the habit of map reading as far ahead as possible (within the limitations of visibility). This will make it much easier to maintain track and the fine detail close in will fall into place more readily.

2. General handling. This heading covers all the routine aspects of handling the plane. A common problem for pilots is not setting the attitude correctly and subsequently not trimming properly. This may be just down to lack of recent practice but may also be that the pilot has forgotten to use the horizon outside the aircraft as the reference for setting attitude.

3. This leads on to LOOKOUT. I see varying standards of lookout. In many case though it is poor, especially when manoeuvring. It can be tempting to keep your head down with the many dials, MFD, PFD and other displays to look at but pilots must develop the ability to divide their time sensibly between monitoring what’s happening in the cockpit and what’s happening outside.

4. Gliding and Practice Forced Landings. Frequently I hear the words ‘I only do this when I’m training with a flying instructor’. Is it no wonder then that glide judgement frequently is poor. A PFL or glide approach once every 2 years will not keep the necessary skill level to be able to get it right every time. Don’t forget, if that engine stops for real you’ve only got one chance.

A significant issue with the later stages of a glide approach that is not working is the possibility of the pilot trying to manoeuvre fairly energetically to reach the target field and also possibly trying to stretch the glide. This is a good recipe for a stall/spin accident as noted in several forced landings recently reported in the AAIB bulletin.

Where traffic conditions permit make a glide approach at the end of each flight you make. That’ll get you used to different wind conditions and will keep your skill level up.

5. Stalling. Some pilots I come across who have learnt to fly in recent years don’t know what a full stall is or how the aeroplane behaves in a full stall. This is a problem brought about by poor instructor training which is then passed on to students. So, do you know just how your aeroplane behaves in this regime of flight? If you don’t, find an instructor and go and find out.

Standard Stall Recovery. We all get taught it but do we use it properly every time we make the aeroplane stall. Don’t forget, this should be instinctive if you ever inadvertently encounter a stall.

6. Circuits. Do you analyze how you fly a circuit. Size does matter, it should be with the ATZ wherever possible. Do you allow for drift properly and give thought to just how much space you need between you and the aircraft in front.

Approach set up. Is the speed correct, is it trimmer properly? Too much nose down trim (a common error) will make it harder to maintain the correct speed and will also increase the stick force required to flare for landing.

Many airfields have noise abatement procedures these days. Are you familiar with those of your airfield?

7. Airfield markings. Are you familiar with all the sign boards and surface markings at you airfield? Do you carry an up to date airfield chart to help you navigate around the airfield?

Runway Incursions are viewed quite seriously by the CAA and other regulatory bodies. Don’t add yourself to the list of those who’ve done it.

This is by no means an exhaustive list. However hopefully it will give cause for thought and may inspire you to pay a bit more attention to the finer points of flying a plane.

Phil Mathews is Chief Flying Instructor with the Cotswold Aero Club, based at Gloucestershire Airport

French JAA Class 2 Medicals

Good news for UK-issued JAA (JAR-FCL) PPL licence holders living in France.

Until recently, with a couple of exceptions in Paris, it has not been possible to obtain a JAA Class 2 medical certificate from a French Authorised Medical Examiner.

As with many international agreements pertaining to aviation, each country implements change at it’s own pace so the medical certificates acceptable to support French-issued JAA PPL licences have previously been unacceptable for the validation of JAA licences issued elsewhere.

From May 19th, however, the French have fully-implemented the JAR-FCL medical requirements for Private Pilots and the relevant certificates should be acceptable to support any JAA licence.

Specific changes include the requirement for an electrocardiogram (ECG), as needed and at each medical examination after the age of 50.

I have checked with the UK Civil Aviation Authority who have confirmed that French Class 2 medical certificates, issued from May 19th 2008, are now acceptable for the issue and revalidation of UK-issued JAA licences.

These must be clearly stamped as JAA certificates issued in accordance with JAR-FCL medical requirements.

A list of French Authorised Medical Examiners may be found at French AME

French airfield security

In common with UK airports, there has been a recent tightening of security at all French airfields handling commercial traffic.

The main difference is that most French regional airports welcome General Aviation and charge reasonable prices for the use of their facilities.

At a minimum, regaining access to the 'airside' will require identification in the form of a Pilot's licence and there is an increasing requirement to pass though normal checks such as baggage scanning.

It will also be necessary to observe all current security requirements such as those covering the carriage of liquids.

This is not so onerous as it sounds as the security staff will generally 'fast track' the GA users when they make themselves known.

Essentially, at least one member of the party should carry a Pilot's licence and photo identification which, for the moment, is accepted on behalf of the whole group.

An important, non-flying, point is that French law actually requires everybody to carry photo identification which may be requested at any time. 

French Airspace Classification

The following classes of airspace are available for VFR flights in France.

 

 

 

NB   There is a general speed limit of 250 knots below 10,000 feet AMSL
NB2 A Flight Information and alert service is provided in all classses of airspace
NB3 Click on pictures for larger image

In the interests of accuracy, please check the 'French Air Traffic Rules' link, on the sidebar of this blog, for up-to-date information..

Terrain Clearance (VFR Flights)

Terrain clearance rules in France follow the same general principles of those in the UK though some of the specifics are different.

Other than for the purposes of taking-off or landing or with the authorisation of the competent authorities, aircraft must fly in accordance with the rules set out below.

General Rule

Aircraft shall not fly at a height of less than 500 feet above surface level (ground or water)—with some exceptions for gliders and balloons where there is no risk to persons or property.

This height may be reduced to 150 feet for the purpose of practising forced landings on training flights.

Aircraft shall maintain a distance of 150 metres from people, vehicles, surface ships and artificial obstacles (buildings, bridges, masts, etc).

Urban Areas

When flying over high-density areas (towns and cities), aircraft must fly at a height which will enable an emergency landing to be carried out without risk to persons or property.

Aircraft shall maintain a height of at least 1,000 feet above the highest obstacle located within a 600-metre radius of the aircraft.

Minimum heights are also specified for aircraft (including helicopters), depending on the number of engines and average width of the urban area:

Average area width	Aircraft type	Minimum height
< 1200 metres	single-engined
	all helicopters	1650 feet
	multi-engined	3300 feet
1200-3600 metres	all aircraft	3300 feet
>3600 metres	all aircraft	5000 feet

Overflying of Paris is prohibited without specific authority.

National parks and nature reserves

All aircraft—minimum height 1000 feet, unless otherwise stated on map.

Sites with special markings

This would include things like hospitals and industrial plants. 

Single-engined aircraft and all helicopters—minimum height 1000 feet, unless otherwise stated on map

Multi-engined aircraft—minimum height 3300 feet

Assemblies of persons or animals

This would include beaches, stadiums, public meetings and cattle enclosures.

Single-engined aircraft and all helicopters—minimum height 1650 feet
Multi-engined aircraft—minimum height 3300 feet

Aircraft shall maintain a height of at least 1,000ft above the highest obstacle located within a 600-metre radius of the aircraft.

Flying over Forest Fires

Forest fires, which are particularly frequent in the Marseille FIR during the summer, represent a hazard from smoke and strong turbulence as well as the risk of collision with fire-fighting aircraft.

In the presence of smoke indicating a forest fire, pilots should move away from the area and alert the authorities, as necessary.

It is prohibited to fly over zones of fire-fighting activity at a height of less than 1500 metres (5000 feet), within a radius of 5 nautical miles.

French Map Legend (1:5,000,000 aeronautical chart)

Flights above 3000 feet (Surface Level)

VFR flights above 3000 feet (ASFC) should use an en-route altitude or flight level in accordance with the French semi-circular rule which is:

Track 0°—179°     FL* 35, 55, 75, etc
Track 180°—359° FL* 45, 65, 85, etc   

* below transition altitude, same principle but using feet (3500, etc)

Transition altitude is normally obtained from the recorded ATIS or direct from an Air Traffic Controller—where no transition altitude is published, 3000' (ASFC) should be used.   

Please note that most high-speed, low-altitude, military flights are carried out below 1500 feet (above surface) during daylight hours, Monday-Friday (excluding public holidays).

As these flights are not confined to notified danger and restricted areas, VFR pilots are advised to cruise above 1500' ASFC.

Note also that the standard French half-million (1:500000) charts only show airspace up to 5000' AMSL or 2000' ASFC, whichever is the higher.

They should not be used for flight above that limit.

Airways are not shown on these charts, whatever their lower limit.

In the interests of accuracy, please check here for up-to-date information on French air traffic rules and services.

Flight Plans

As in the UK, flight plans must be filed for any international border crossing.

Additionally, in France, flight plans are mandatory for IFR flights, Night VFR (other than local flights*) and for flight over maritime** regions where it is not possible to make a successful landing in the event of an engine failure.   

* as well as flights starting and ending at the same aerodrome, flight plans would not be required for flights between two aerodromes for which the approach is provided by the same air traffic control service, within the airspace under its authority—for example, flights between any of Limoges, Brive, Angoulème, Montluçon.

** the specific rule covering maritime regions is that flight plans must be filed if the distance from land is equivalent to 15 times the aircraft's altitude.   

Flight plans should be filed at least 30 minutes before take-off—exceptionally, flight plans may be filed while airborne but do expect a debate as to whether the circumstances for doing this are justified.

The so-called ‘abbreviated’ flight plan is the information given to Air Traffic Controllers when requesting entry to controlled airspace and is not directly relevant to this article.

Filing the Flight Plan 

Larger airfields will usually have a facility for filing flight plans ‘over the counter’ or via a direct link using telephone, FAX or computer terminal.

In France, flight plans may be filed using the Olivia web site (English-language version) which also provides access to NOTAM and weather information.

Flight plans can also be filed by phone or FAX using the number appropriate to the departure region—if using FAX, do check receipt of the plan by phone.

Region	Phone	FAX
LILLE	03 20 16 19 65/66	03 20 16 19 71
BALE MULHOUSE	03 89 90 26 15/12	03 89 90 26 19
LYON	04 72 22 56 76/77/78	04 72 23 80 67
MARSEILLE	04 42 31 15 65
	04 42 14 22 90	04 42 31 15 69
NICE	04 93 17 21 18	04 93 17 21 17
AJACCIO	04 95 22 61 85
	04 95 23 59 80	04 95 23 59 69
TOULOUSE	05 62 74 65 31/32	05 62 74 65 33
BORDEAUX	05 57 92 60 84	05 57 92 83 34
NANTES	02 40 84 84 75
	02 40 84 80 45	02 40 84 80 39
LE BOURGET	01 48 62 53 07	01 48 62 72 07
	01 48 62 53 14	01 48 62 65 04

In my experience, most of these offices have fluent English-speakers available—you just need to ask and they are happy to oblige.

Opening the flight plan

When departing from a ‘controlled’ airfield with an ATS (Air Traffic Service) unit, this is normally done by the controller.

If departing from an uncontrolled airfield, you can contact the nearest available ATS unit instead.

You can also use the so-called AZUR telephone number which serves the whole of France—0810 437 837 (08 10 IFR VFR)
   
Closing the flight plan

Flight plans must be closed on (or shortly before) completion of the flight in order to avoid unnecessary deployment of the emergency services.

In France, this may be done using any of the aforementioned methods for opening the flight.

The Flight Plan

Flight plans are set out in a standard format, even though the headings may be in different languages.

Most seasoned pilots carry a battered old flight plan to use as a crib sheet, or even several battered examples for regular routes.

Many of the entries are self-explanatory so I have written just a few notes on those which are not.

Here is a sample flight plan for a trip from Le Touquet to Biggin Hill, crossing the international border at EGTT (London FIR) on the way out—on the way back, you would cross at LFFF (Paris FIR):

   

NB click on picture for larger image

Notes

Item 8:

Flight rules, for our purposes, are either V (VFR) or I (IFR)    
Type of flight, for our purposes, is G (General Aviation) 

Item 9:   

Aircraft type (C150, P28A, DA40, etc)—a complete list of ICAO codes for aircraft identification can be found here

Wake turbulence category—L (light) if under 7000 kg

Item 10:

Equipment—S = standard COM/NAV
                  /N = no transponder
                  /A = transponder, no altitude reporting 
                  /C = transponder, with altitude reporting

Item 13:

Departure time—always in UTC (GMT)—local French time will always be one or two hours ahead of UTC, depending on the season

Item 15:

Cruising speed—usually expressed in Knots (N0090 = 90 knots) or Kilometres (K0150 = 150 kph)

Cruising level—A035 (Altitude=3500 feet), F050 (Flight level 50), VFR if unspecified

NB When selecting a cruising level at more than 3000’ (ASFC), be aware of the French semi-circular rule which is:

Track 0°—179°     FL* 35, 55, 75, etc
Track 180°—359° FL* 45, 65, 85, etc   

* below transition altitude, same principle but using feet (3500, etc)

Route—although our sample route is essentially a straight line, it is good practise to show a waypoint at or near the point of crossing the coast

For example DCT-RYE-DCT (Le Touquet is on the coast so not mentioned)

A more-complicated route, via Dover and Detling VORs, would be DCT-Cap Griz Nez-DVR-DET-DCT 

Item 16:

Total EET is Total Estimated Elapsed Time—you should also give an EET in Item 18 (Other information) for crossing any international border

In the interests of accuracy, please check here for up-to-date information on French air traffic rules and services.

A standard English-language flight plan form, which can be filled-in on-line and printed, is available here.

Circuit Patterns

Notwithstanding the standard circuit patterns set out on the relevant airfield charts, controllers will quite often change the rules to suit the direction of your approach.

For example, Limoges has a right-hand circuit pattern for runway 21 but arrivals from the east or south-east will often be given a left-hand (downwind or base) join in order to prevent aircraft from crossing the active runway

This can sometimes result in two aircraft flying base legs towards each other which can be a bit of a nightmare with the sun in your eyes.

If you cannot actually see the other aircraft, it is essential to check with the controller to determine your relative positions—this is a much safer option than hoping that the other aircraft is actually ahead of you at the final turn.

There may also be variations on standard procedures to suit local conditions—at Limoges, for example,  permission is required before crossing the axis of the runway.

Taxi clearance is also required except for the short trip from the aero-club to the fuel pump.

On final approach, you may be "cleared for OPTION" which means that you can either 'touch and go' or make a full-stop landing.

Uncontrolled Airfields

On French airfield charts, you may be puzzled to see the radio frequency marked as A/A or Auto-Info meaning that the airfield is ‘uncontrolled’ with all communication being air-to-air between the pilots operating in the local area.

This generally applies to small airfields without a control tower though many larger airfields revert to being uncontrolled outside of normal operating hours or when the controllers have pressing alternative commitments such as lunch.

Under these circumstances, you, as the pilot, must announce your intentions over the radio and, with luck, another pilot will respond with the relevant airfield information.

It is important to appreciate that many small airfields use the common frequency of 123.5 MHz (130.0 MHz in mountain areas) so it is vital, in these cases, to prefix radio calls with the name of the airfield that you are addressing.

When approaching an uncontrolled airfield, normal practice is to announce your time of arrival in advance and then fly overhead the runway at 1500’ agl to establish the runway in use from the windsock or from other aircraft operating in the circuit.

While there are no standard circuit procedures for French uncontrolled airfields, circuit directions and heights are generally marked on the airfield charts—at airfields supporting a range of aerial activity, there is likely to be separate information for powered aircraft (Avions), Gliders (Planeurs), Ultralights (ULM) and Aero-Model flying (AEM).

If no circuit height or direction is shown on the charts and there is no indication of these from other traffic, the convention is to fly the downwind leg at 1000' AAL and make turns to the left.

Note that some airfields (for example, Marmande) specify a ‘preferred’ runway which should be used unless there is a pressing reason for doing otherwise.

When waiting for departure, you should hold clear of the active runway, including any turnaround area, while other aircraft are landing.

Where no holding points are marked, the rules require aircraft to hold at least 30 metres clear of runways  up to 1000 metres and 50 metres clear for runways >1000m.

Generally speaking, radio traffic at uncontrolled airfields is conducted in French.

Most small airfields have fuel available and a friendly helper to advise you on the location of coffee and other ‘facilities’.

If you smile and seem friendly, you will have no problems at all.

At larger airfields, such as La Rochelle, the ATIS frequency will provide the relevant airfield information and indicate whether the tower is closed (NB ATIS in French-only means that the airfield is presently uncontrolled).

To be clear, you can still land at a large airfield which is temporarily uncontrolled but you need to make the relevant radio calls.

If you have any doubts, contact your nearest large FIS (Paris, Bordeaux, Toulouse etc) who will offer help and advice in English.

Although I have always found the French controllers polite and extremely helpful, they are busy people and it helps to keep your radio calls short and precise—they need to know your full call sign, aircraft type, departure airfield and destination.

If they need anything else, they will ask you—which is a blessing for UK pilots who are used to providing everything short of their inside leg measurement.

NB: Se also our article on French radio calls at uncontrolled airfileds. 

Power checks

When I learned to fly with the West London Aero Club at White Waltham, it was standard practise to complete the power check 'into wind' (apparently, for the benefit of the engine) and then to make a 360° turn in order to spot any aircraft in the circuit.

I have noticed that French pilots don't bother with running-up into wind and 'unauthorised' turns at the holding-point have been known to provoke adverse comment from the gentlemen in the control tower.

When in Rome......   

French airfield charts and NOTAMS

When flying in France, there really is no need to shell-out £40 on a Delage Guide which, in the 2007-2008 edition, doesn't even have any English translation.

That's because FREE up-to-date charts for all French licensed airfields are available on-line from the Service De l'information Aeronautique web site together with NOTAMS and other flight information.

The airfield and approach charts are essentially the same as you would find in a typical flight guide with essential information in both English and French.

There is a permanent link to the site in the sidebar of this blog.

French licensing requirements

Most UK and French flying club students study for the Private Pilot's Licence issued in accordance with the Joint Aviation Requirements (JAR) of the Joint Aviation Authority (JAA).

Essentially, the privileges of a JAR licence may be exercised in any JAA country which basically covers the whole of Europe.

The aircraft flown must also be registered in a JAA country.

In practise, JAR licences are granted by national authorities such as the Civil Aviation Authority (CAA) in Britain and the Direction Générale de l'Aviation Civile (DGAC) in France. 

Some specific UK-only qualifications, such as the IMC rating, may be included with a UK-issued JAR licence but are invalid outside of the UK.

The privileges of the recently-introduced NPPL (National Private Pilot's Licence) are also restricted to the UK.

Pre-JAR UK PPL Licences

These older UK PPLs are still valid for flying UK-registered aircraft in various foreign (ICAO) countries and there is no pressing reason for conversion to JAR unless you want to fly a foreign-registered aircraft.

All medical and licence-currency requirements are the same although the JAR licence allows the various certificates to be signed-off by foreign JAR medical and flight examiners (UK licence = UK examiner). 

In practise, the French authorities will allow a UK PPL(A) licence holder to fly a French registered aircraft (VFR, day only) though it took me some time to obtain a clear ruling on this from a senior DGAC official.

The only difficulty arises when you want to fly the French-registered aircraft to the UK or elsewhere in Europe

For that, you need a JAR licence.

Fortunately, conversion of a UK licence to JAR is not too difficult though it does involve shelling-out £164 for a licence which needs to be renewed 5-yearly at a cost of £65 (2007 prices).

The basic requirements for conversion of a 'current' UK PPL(A) are:

1. A minimum 75 hours flying experience on aeroplanes—demonstrated by submitting logbooks to the CAA
2. Demonstrate the use of radionavigation aids to the satisfaction of a Chief Flying Instructor—certified in logbook
3. Demonstrate knowledge of the relevant JAA requirements—this is done by self-certification
4. Demonstrate a knowledge of English—this seems to be taken 'as read' by the CAA
5. Hold a valid JAR-FCL medical certificate—for some reason, the CAA won't issue a JAR licence unless the medical is current and registered on their computer system so it is best to wait a few days after the medical before rushing down to Gatwick to sample their excellent 'over the counter' service
6. Pay £164 and smile 

In the interests of accuracy, please check the CAA web site here for the current official statement of requirements and an application form. 

Fédération Française Aéronautique (FFA)

The FFA is a sort of French AOPA and is mandatory for French aero-club members as well as other regular private flyers.

The annual fee (€61 for 2008) is normally collected with aero-club membership though members of muliple clubs pay only once.   

Benefits include €10,000 accident insurance cover and the membership number is also used for accessing the on-line French Meteorological service.