A second lockdown, more complicated and more uncertain
Since the announcement of the second lockdown, the Federation has tried to respond as well as it can, and continuously, to this new situation, which is very complicated for our flying, with a few principles:
- The health situation is imposed on everyone and we must above all appeal to individual responsibility. Often, simply reading the reasons for exceptional travel is enough to understand each person's situation, and there are plenty of different cases.
- Flying is not forbidden, just as driving or cycling is not forbidden.
- It is the restricted travel conditions that considerably limit mixing and therefore the possibility of travelling.
- Unlike the first lockdown, the second has left wide scope for travel for work on the one hand and for training on the other.
- The effects of this second lockdown on the general population seem much less visible than in March and, in a way, much less controllable.
- We must expect this situation to last and to become even more restrictive in some respects, with a constant back and forth between lockdown and easing before a vaccine appears.
In practical terms, where do we stand? We chose (a lesson from the first lockdown) always to adopt a common position with the CNFAS federations. What applies to aeroplanes and gliders also applies to microlights, and we must not create a legal bias between our sports.
The legal application of the decree gives rise to a multitude of inconsistencies in practice, the effects of which were clearly seen in the case of bookshops. The texts on air transport were not designed with the details of their application to our sports in mind, and each decision goes up to an inter-governmental level, which sometimes leaves one wondering about how our institutions work. Anyone who claims to give a simple reading of the current texts runs the risk of either a questionable interpretation or an overly restrictive one.
The CNFAS has clearly asked that priority be given to maintenance, safety and training, and we are awaiting clarification on this point. The economic weight of non-commercial aviation is of course marginal compared with the current stakes. It is, however, absolutely necessary to maintain a level of quality in maintenance and training, especially if the situation is set to continue.
Currently:
| Permitted | Prohibited | Points to be clarified by the administration | |
|---|---|---|---|
| Recreational flying | Solo or two-seat flights within 1 km of your place of residence (example: paramotor pilot taking off from their place of residence) | Solo or two-seat recreational flights other than those listed in this table | Certificate to maintain facilities and look after machines (on the model of the first lockdown) |
| Training |
Travelling to exams Giving theory lessons in an after-school setting Instructor refresher training, as part of maintaining competence |
Introductory flights (trial flights) Training flights BIA flights Prohibition linked to the travel authorisation |
Ruling on training flights: the CNFAS has asked that training flights be permitted Extension of calendar deadlines |
| Maintenance | All maintenance flights and associated travel |
Certificate for a maintenance flight operated by a non-profit club manager (on the model of the first lockdown), since any maintenance flight operated by the manager of a commercial organisation or by an employee or agent of that organisation will be perfectly legal |
|
| Other |
Aerial work (organisation holding an MAP) Air travel by a professional, whatever the professional reason Skill-maintenance flights for instructors |
Table updated on 18/11/2020
In this particular context, the Federation is extending grant application deadlines for the duration of the lockdown. As in the first lockdown, the main organisations will be contacted by telephone.
