Lakenheath F-15's in Airprox with parachutists.
Of course there have been occasions like the one you quote, but you missed my point completely. Whilst I cannot comment on foreign forces, British military are taught from day 1 to always apply good Airmanship. It does not seen the same applies throughout the civilian world when it's absolutely ok to send 100+ gliders through the overhead of a busy military airfield with no warning or R/T contact. And it keeps on happening.
There are far too many glider pilots who like to hunt through rules, regulations and laws and any time they find the word 'glider' missing they take as approval to do what they like.
If you cannot maintain safe separation from other aircraft then you are operating illegally. There is zero point learning the rules of the air and who has right of way if you cannot see where you are going and not receiving an appropriate radar service.
Last edited by Just This Once...; 14th Sep 2019 at 21:41.
Indeed - the though of operating in cloud without a procedural clearance or a radar service is abhorrent to professional aviators. Yet some in the glider community think it is fine to gamble with their live and those of others just to have fun.
There are far too many glider pilots who like to hunt through rules, regulations and laws and any time they find the word 'glider' missing they take as approval to do what they like.
If you cannot maintain safe separation from other aircraft then you are operating illegally. There is zero point learning the rules of the air and who has right of way if you cannot see where you are going and not receiving an appropriate radar service.
There are far too many glider pilots who like to hunt through rules, regulations and laws and any time they find the word 'glider' missing they take as approval to do what they like.
If you cannot maintain safe separation from other aircraft then you are operating illegally. There is zero point learning the rules of the air and who has right of way if you cannot see where you are going and not receiving an appropriate radar service.
To add to the list; at a local airspace meeting a glider pilot representing one of the local sites acknowledged that many of their pilots will turn OFF their FLARM if they find a good thermal to prevent other glider pilots from using it to find the good thermals. It's utter madness.
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In reply to justanotherjockey.
Please advise what the speed limitation is below10,000ft according to EASA ATS AIRSPACE CLASSES – SERVICES PROVIDED AND FLIGHT REQUIREMENTS.
Noted that you stated that you generally flew >300kts and 'practiced good airmanship'
Over to you
Please advise what the speed limitation is below10,000ft according to EASA ATS AIRSPACE CLASSES – SERVICES PROVIDED AND FLIGHT REQUIREMENTS.
Noted that you stated that you generally flew >300kts and 'practiced good airmanship'
Over to you
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Whilst there is an awful lot of GA traffic <10000ft, there is an awful lot of mil traffic above it. 0-10000ft is usually reserved for visual/radar circuit work (usually working a Traffic or Deconfliction Service), the lower part of ACT (many hours spent at max AoA at base height
) in protected airspace and descending/climbing. It is usually just the training world that spends a lot of time 0-10000ft and we are all mandated to be in receipt of Traffic Service where possible. It's probably a good job most GA pilots don't ask for Traffic Service as the radar frequencies would be blocked out.To your last point, indeed I did. You seem to be making the assumption that going fast(er) displays poorer airmanship.
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Fair comment in that I do know the answer, as do you. My point is that I was in compliance and flying at >250kts below 10,000 isn't. (Whether the rules are robust enough for Class G is another matter entirely),
Accepted that military and GA work to different standards and yes, I fully accept that you would be better trained and have a greater skillset.
This doesn't alter the fact that we can both be compliant and and in conflict,
I'm not commenting further as I believe we both have genuine concerns about safety albeit from different ends of the spectrum.
Accepted that military and GA work to different standards and yes, I fully accept that you would be better trained and have a greater skillset.
This doesn't alter the fact that we can both be compliant and and in conflict,
I'm not commenting further as I believe we both have genuine concerns about safety albeit from different ends of the spectrum.
Originally Posted by Fly Aiprt
Generally speaking, adhering to the airspace rules is considered an important part of airmanship.
Generally speaking, knowing the rules is considered an important part of making snide comments about others’ adherence to the rules. Article 22 of the ANO specifically excludes military aircraft from the scope of all but a tiny proportion of the legislation (including the Rules of the Air). The military equivalent to the Rules is RA2307, which even has a note specifying visibility requirements for flight above 250kts below 10,000ft in Class G (and other classes; note 3 on page 5). You’re welcome.
Last edited by just another jocky; 15th Sep 2019 at 19:02. Reason: None.
Somewhat predictably the Professional Pilots Rumour Network has the odd professional pilot / aircrew amongst its numbers. Strangely enough the Mil Aviation bit has a few military dudes dotted about too.
If you remained VFR perhaps you could avoid your repeated foot vs mouth collisions.
Military flying is highly regulated, studiously supervised and rigorously debriefed for each and every tactical sortie, usually with an electronic replay or 2. So yes, military fast jets do indeed operate at fast speeds. Legally and professionally.
If you remained VFR perhaps you could avoid your repeated foot vs mouth collisions.
Military flying is highly regulated, studiously supervised and rigorously debriefed for each and every tactical sortie, usually with an electronic replay or 2. So yes, military fast jets do indeed operate at fast speeds. Legally and professionally.
