When an ATC service is provided, I have no real problem with making orbits if instructed. I expect ATC to provide traffic information on relevant traffic and to have the sense not to make me orbit late downwind while other aircraft continue downwind towards my position.
An orbit is simply a turn through 360 degrees. No more and no less. The only time allowance is made for the wind is if one is told to "orbit in present position".
Where ATC comes to grief at many UK airfields in clas D or G is that they know the rules but have no real understanding of the practical implementation of those rules.
For example - If I am flying a C150, ATC can often say "number two, follow the B747 4 miles from touchdown, caution wake vortex, recomended spacing is 8nm, report ready for base". As I pass almost abeam the B747s position, I report ready for base that would place be horizontally about 1.5nm behind the aircraft and I am told to orbit until advised. After about 3 minutes, I am released from the orbit. The only thing that I can put this down to is that the controller has no idea of the practical application of VFR wake vortex separation. By doing this ATC are simply creating delays for no rational reason.
Ops an Mops give a second clear example of being able to quote the rules but not understanding them.
Yes, training flights are a low priority. However, GA flights (which are not training) regardless of flight rules are normal flights. It is not a requirement to file a flight plan to operate in class G regardless of what the flight rules are. Furthermore, it is totally within the rules to make short VFR flights in a B747 through class G carrying fare paying passengers without a flight plan (I say short because I can't remember the local UK max distance for such flights). Are you going to orbit a B747 downwind because of a steady stream of B737 arrivals? Doubt it
If UK ATC were to insist on a full flight plan for all VFR zone exit, transit and entry flights then you can expect the ATC admin workload to increase dramatically as a result. NATS would have to more than double the staff at Heathrow AIS and the other parent AFTN units....especially now that many local ATC units refuse to process flight plans even for departure from their own aerodrome and refer the crew to Heathrow AIS.
Genghis,
When in VMC regardless of the class of airspace, the pilot is responsible for operating the see and avoid principle. In class A our chances are reduced (high speeds, traffic density etc) and we rely alot on ATC backed up by TCAS to assist our visual scan. However, in class D,E,F and G, we are aware that eventhough we may be completing an ILS, if we are in VMC then we are responsible for avoiding according to the rules of the air all other aircraft and that includes breaking off the ILS to avoid gliders who have the right of way!!!!
Regards,
DFC