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#11
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John:
An interesting read. I, too, flew in the UK last summer (during the record-breaking heat wave). I flew out of Old Sarum. So much of your description matches so closely my experiences. Especially the part about the "club" aspect. Old Sarum has a white picket fenced-off area with tables, etc., set up to allow folks to just sit and eat, drink, and watch the planes. I was impressed with the general quality of the fleet. I flew a '67 C-172H which was in almost immaculate condition. About millibars: when we got in the plane, the instructor & I were going down the preflight checklist. Although he mentioned the use of millibars and QFE/QNH, etc., I commented something about the "oddness" of millibars. To which he replied quite dryly, "You're in the rest of the world now. Get used to it!" Other differences were that when we returned, I looked for the control lock. The instructor said they didn't use them. I then said, OK; should I just tie it down? He said, no, there was no need. I asked about wind gusts, and he said, "This is England!" Must not be much wind.... Only mistake I made was booking the flight for 0800. Here in TX, if you want cool, smooth flight, it's early in the AM or late in the evening. Forgot all about the English haze.... Fortunately it burned off quickly, but did not make for decent photos... Mostly just wanted an "official" UK entry in my logbook! I'd do it again in a heartbeat. Carl "John Harper" wrote in message news:1085504166.619124@sj-nntpcache-3... I've written something about flying in England from the perspective of a US pilot (albeit a Brit), it's at www.john-a-harper.com/flying/england.htm I'd especially be interested in any comments from UK pilots. John |
#12
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On Tue, 25 May 2004, David Megginson wrote:
Brian Burger wrote: You need to read back landing clearances with holdshort instructions in Canada; I ordinarily do, but a few months ago I just replied with my callsign and Tower replied, "I need to hear your readback for the tapes...". Right -- that was the one I forgot. Has any else noticed that LAHSO seems to be less common recently, in both Canada and the U.S.? LASHO here - CYYJ, Victoria BC Canada - has always been fairly common, and doesn't seem to be getting less so. We've got three runways, all intersecting, so LASHO is a huge efficiency gain. According to one of our local Nav Canada Tower guys, CYYJ has the 4th or 5th most complex ground layout of all Canadian airports... There's a rough diagram here, if anyone's interested: http://www.flyvfc.com/about-vfc/airport.htm I'm not sure where/if there's an official airport diagram on the web. Transport Canada has been much slower than the FAA in making publications/data available over the web... Brian. |
#13
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In article rs.com, David
Megginson wrote: Also, the readback of altimeter settings - I'd say this is pretty much mandatory in the US as well especially when flying IFR. Not VFR, though -- I don't think that you have to read back much except hold-short instructions (while taxiing) in Canada or the U.S. Hrm. It's probably good practise to do so all the same :-) -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
#14
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In article , Carl Orton wrote:
Other differences were that when we returned, I looked for the control lock. The instructor said they didn't use them. I then said, OK; should I just tie it down? He said, no, there was no need. I asked about wind gusts, and he said, "This is England!" Must not be much wind.... The lack of tiedowns got me too. We tie ours down here (and put control locks in), but especially in the winter (when we usually get at least one storm with hurricane force winds) this can be a windy isle... But in the summer, we never get those huge thunderstorms that are common in Texas. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
#15
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On Tue, 25 May 2004 17:39:24 -0000, Dylan Smith
wrote: I can fly the Grumman at Andreas for 70 quid an hour less than the 172 y 70 quid LESS? Good grief. Why would anyone train in the UK when you could winter in Arizona? That 70 quid would pay your motel and the rental car. all the best -- Dan Ford email: (put Cubdriver in subject line) The Warbird's Forum www.warbirdforum.com The Piper Cub Forum www.pipercubforum.com |
#16
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Brian Burger wrote:
According to one of our local Nav Canada Tower guys, CYYJ has the 4th or 5th most complex ground layout of all Canadian airports... From what you posted, the taxiways layout is simple enough (try taxiing around CYUL or KPHL), but I can see how the runway layout would make traffic management a pain, since they all intersect right in the middle. D'oh! There's a rough diagram here, if anyone's interested: http://www.flyvfc.com/about-vfc/airport.htm I'm not sure where/if there's an official airport diagram on the web. Transport Canada has been much slower than the FAA in making publications/data available over the web... The DAFIF has some terminal procedures online for CYYJ, but they haven't gotten around to the airport diagram yet: https://164.214.2.62/products/digita...RIA_INTL__CYYJ All the best, David |
#17
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Dylan Smith wrote:
Not VFR, though -- I don't think that you have to read back much except hold-short instructions (while taxiing) in Canada or the U.S. [and land-and-hold-short instructions, as someone else mentioned] VFR readbacks (especially the long, meandering kind) tie up the frequency pretty severely at a busy airport when tower has more important things to worry about, like giving a landing clearance to a 737 on short final. I do make a habit of acknowledging my initial altitude restriction when I get my takeoff clearance (i.e. "one thousand six hundred, bravo juliet oscar") just to make sure there's no confusion, but otherwise, I try to leave the frequency clear for the IFR traffic. Sometimes, I accidentally get stuck in IFR mindset when VFR and start reading back altitudes and headings, but I usually catch myself quickly. All the best, David |
#18
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On Tue, 25 May 2004 at 19:22:40 in message
, Carl Orton wrote: Other differences were that when we returned, I looked for the control lock. The instructor said they didn't use them. I then said, OK; should I just tie it down? He said, no, there was no need. I asked about wind gusts, and he said, "This is England!" Must not be much wind.... He was kidding you. We _can_ get very strong winds. In 1987 we had a hurricane which did huge damage. One pilot on approach said his instruments were showing a wind speed at about 2000 ft of 150 knots. We do only get very small tornados though. ;-) The club Piper Warrior my son took me for a ride in around 1989 was destroyed on the ground in a gale a few years later. -- David CL Francis |
#19
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In article , Cub Driver wrote:
Why would anyone train in the UK when you could winter in Arizona? That 70 quid would pay your motel and the rental car. It's tough to nip over to Arizona after work for a flying lesson. The 11-hour airline flight makes it impractical. Some people (esp. those with families) can't just go away for flight training for 4 weeks, so they must do it in their normal free time - an hour after work, a lunchbreak, a Sunday afternoon. It also depends where you live - the earlier example showed that London was almost twice as expensive as where I live (hence the 70 quid cheaper - about $120 cheaper) comment. Everything is a rip-off in London, flying included. I have no idea why anyone in their right mind wants to live there. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
#20
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In article , David CL Francis wrote:
He was kidding you. We _can_ get very strong winds. In 1987 we had a hurricane which did huge damage. Typically not in the summer though - well, at least here thunderstorms are rare enough to be a 1 in 3 year event and they aren't very big. (Still, we tie down the planes!) The winter though...the 1987 hurricane force gale in the south of England is almost an annual event here in the winter. The sea is spectacular, the waves not only crash over the sea wall, but usually make it over the first row of houses into their back gardens. That's why I don't have a house on the coast :-) -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
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