How many VFR flying days in the UK year
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IanPZ
I am constantly amazed at posts like yours and cannot believe this is just down to weather. I now work in aviation and watch the weather closely. I reckon there must be around 300 flyable days or part days a year. Perth Airport has had around eight blank days since April.
I learned to fly in Scotland which is not famous for its good weather but on checking my logbook I had only four weather cancellations. Course started in the last week of February and finished last week in September flying once a week on Sunday mornings and occasionally a weekday evening.
Most of the flying was done first flight of the morning which may have been a factor. The other was an instructor who was prepared to make the lesson fit the weather. I would be interested to know what your flight schools weather minima is and how they survive having to cancel most of their bookings.
D.O.
I am constantly amazed at posts like yours and cannot believe this is just down to weather. I now work in aviation and watch the weather closely. I reckon there must be around 300 flyable days or part days a year. Perth Airport has had around eight blank days since April.
I learned to fly in Scotland which is not famous for its good weather but on checking my logbook I had only four weather cancellations. Course started in the last week of February and finished last week in September flying once a week on Sunday mornings and occasionally a weekday evening.
Most of the flying was done first flight of the morning which may have been a factor. The other was an instructor who was prepared to make the lesson fit the weather. I would be interested to know what your flight schools weather minima is and how they survive having to cancel most of their bookings.
D.O.
Last edited by dont overfil; 11th Nov 2011 at 10:49. Reason: Address
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Depends on which bit of the UK you are in.
When I was instructing full time I had 8 days that we couldn't launch in Inverness but that could have been a good year or the seasonal wx has changed over the last 10 years.
Its not uncommon to get 20k plus viz up north.
When I was instructing full time I had 8 days that we couldn't launch in Inverness but that could have been a good year or the seasonal wx has changed over the last 10 years.
Its not uncommon to get 20k plus viz up north.
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I suspect the real issue is finding a coincidence between the weather, and one's days off.
Most PPLs can fly only on weekends, which narrows things drastically because aircraft availability then comes into it also, because everybody else is playing the same game.
I always try to fly once a week, just for currency if not going anywhere, and lose only 1 or 2 weeks a year. But then I am not a renter and can fly on most weekdays. I rarely fly weekends, due to no hangar access at weekends, unless going off on a long trip.
On the face of it, with an IR, I might not be bothered about the weather as much, but actually I am based at an airport whose instrument approaches offer no value over doing a DIY GPS letdown over the sea and coming in on a more or less normal visual circuit. And I won't do a "currency flight" if the cloudbase might be below 800ft.
The answer to the original Q will depend on what kind of a flight one is doing, the surrounding terrain, whether one navigates using GPS (lack of GPS makes even nice but hazy days unflyable), the type of aircraft, the distance away one is flying, etc.
Taking the worst case example, which might be a 700nm leg from the UK to somewhere east of the UK, or maybe from the s. coast up to Scotland, I'd say the cancellation rate for 100% legit VFR flights would be around 50-75%. But much depends on other factors. Plus you have to get back the next day or whatever, and I find that most of my cancellations are due to there not being a worthwhile IAP at my home airfield.
Most PPLs can fly only on weekends, which narrows things drastically because aircraft availability then comes into it also, because everybody else is playing the same game.
I always try to fly once a week, just for currency if not going anywhere, and lose only 1 or 2 weeks a year. But then I am not a renter and can fly on most weekdays. I rarely fly weekends, due to no hangar access at weekends, unless going off on a long trip.
On the face of it, with an IR, I might not be bothered about the weather as much, but actually I am based at an airport whose instrument approaches offer no value over doing a DIY GPS letdown over the sea and coming in on a more or less normal visual circuit. And I won't do a "currency flight" if the cloudbase might be below 800ft.
The answer to the original Q will depend on what kind of a flight one is doing, the surrounding terrain, whether one navigates using GPS (lack of GPS makes even nice but hazy days unflyable), the type of aircraft, the distance away one is flying, etc.
Taking the worst case example, which might be a 700nm leg from the UK to somewhere east of the UK, or maybe from the s. coast up to Scotland, I'd say the cancellation rate for 100% legit VFR flights would be around 50-75%. But much depends on other factors. Plus you have to get back the next day or whatever, and I find that most of my cancellations are due to there not being a worthwhile IAP at my home airfield.
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As a relatively new and low hour VFR PPL holder, and weekend renter (not an owner yet, but one day I hope...), are there any others in a similar boat to me who worry about their lack of flying over the winter months due to poor weather, with the corresponding fall off of currency, skills and therefore safety (and confidence)?
Any other tips or thoughts for keeping the flying skills rust at bay during the winter months?
Any other tips or thoughts for keeping the flying skills rust at bay during the winter months?
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Obviously the single biggest factor will be flying close to terrain.
When I started flying I seem to recall if the base was forecast to be anything less than 2,000 feet AGL en route I would think again.
With training, time and experience you may be happy to depart with much lower bases and continue VFR. In fact at around 800 feet there are rarely occasions when you cant remain below the base.
Of course it is rightly drummed into us how dangerous scud running can be. I am not advocating low level flying but pointing out that you may find you are happy and safe accepting lower bases which extends those days on which you can fly.
Having an IMC or instrument rating is of course a huge safety net providing as it does a means of "bailing out".
I dont think most pilots do enough low level flying. Whether it is something to use routinely or not, there will almost certainly be occasions it might get you out of trouble and yet I find most pilots are very uncomfortable flying low level.
Just another angle on the debate.
When I started flying I seem to recall if the base was forecast to be anything less than 2,000 feet AGL en route I would think again.
With training, time and experience you may be happy to depart with much lower bases and continue VFR. In fact at around 800 feet there are rarely occasions when you cant remain below the base.
Of course it is rightly drummed into us how dangerous scud running can be. I am not advocating low level flying but pointing out that you may find you are happy and safe accepting lower bases which extends those days on which you can fly.
Having an IMC or instrument rating is of course a huge safety net providing as it does a means of "bailing out".
I dont think most pilots do enough low level flying. Whether it is something to use routinely or not, there will almost certainly be occasions it might get you out of trouble and yet I find most pilots are very uncomfortable flying low level.
Just another angle on the debate.
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Why not do an IMCr course over the winter months?
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Some of the best flying weather throughout the whole year is during the winter months. Just get out there and fly - there's no need to hibernate over winter!
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Quote:
Why not do an IMCr course over the winter months?
Would love to - but I am still trying to accumulate the requisite hours required before I can start the course
Why not do an IMCr course over the winter months?
Would love to - but I am still trying to accumulate the requisite hours required before I can start the course
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You don't need the required hours before you start the course, only before you can be issued the rating.
I want to do the IMC training as I think it will increase my general flying skills - even though most of my flying is VFR. Was originally told that I had to get the hours in before I could start IMC training....
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Hi all,
First post here (my opinons may also be available elsewhere on the net...)
I was in a similar situation to the OP, but with one massive difference. I trained predominantly weekdays.
I got my 3 axis NPPL (M) with only about 5 lessons cancelled due to weather (and one due to a massive hangar fire wiping out the training aircraft...)
This is despite being in Scotland.
I'm exceptionally fortunate that I have a job that allows weekday training. The trick was to keep a close eye on the weather ahead and book up a couple of lessons if it looked good. Even in Scotland this resulted in a surprisingly good success rate.
This may not help you now, but your idea of being able to take the odd day holiday (afternoon off etc) from work once you're qualified would give you a good flying rate.
Andy
First post here (my opinons may also be available elsewhere on the net...
)I was in a similar situation to the OP, but with one massive difference. I trained predominantly weekdays.
I got my 3 axis NPPL (M) with only about 5 lessons cancelled due to weather (and one due to a massive hangar fire wiping out the training aircraft...)
This is despite being in Scotland.
I'm exceptionally fortunate that I have a job that allows weekday training. The trick was to keep a close eye on the weather ahead and book up a couple of lessons if it looked good. Even in Scotland this resulted in a surprisingly good success rate.
This may not help you now, but your idea of being able to take the odd day holiday (afternoon off etc) from work once you're qualified would give you a good flying rate.
Andy
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SEP Flyer
Intercepted is correct, it is the case (my red)
Also see here, section 6 http://www.caa.co.uk/docs/33/SRG1125FF.pdf
The IMCr is great thing to do, get one before EASA take the chance away.
Intercepted is correct, it is the case (my red)
LASORS SECTION E INSTRUMENT RATING, INSTRUMENT METEOROLOGICAL CONDITIONS RATING AND NIGHT QUALIFICATION
E3.2 UK IMC RATING FLYING TRAINING/EXPERIENCE REQUIREMENTS
When applying for an IMC Rating you must produce logbook evidence of having met the following flying requirements:-
a. 25 hours total experience as pilot of aeroplanes following PPL issue and which must include (b), (c), (d) & (e) below.
b. 10 hours as Pilot in Command of aeroplanes to include (c) below.
c. 5 hours as Pilot in Command of aeroplanes on cross-country flights.
d. 15 hours as Pilot under Training in instrument flying with an instructor in a dual controlled aeroplane (during IMC course). Up to 5 hours of which may be
in a JAR-STD device qualified BITD, FNPT I, FNPT II or up to 2 hours of which may be in other FSTDs recognised by the Authority.
e. 10 hours total flight time by sole reference to instruments (during IMC course).
E3.2 UK IMC RATING FLYING TRAINING/EXPERIENCE REQUIREMENTS
When applying for an IMC Rating you must produce logbook evidence of having met the following flying requirements:-
a. 25 hours total experience as pilot of aeroplanes following PPL issue and which must include (b), (c), (d) & (e) below.
b. 10 hours as Pilot in Command of aeroplanes to include (c) below.
c. 5 hours as Pilot in Command of aeroplanes on cross-country flights.
d. 15 hours as Pilot under Training in instrument flying with an instructor in a dual controlled aeroplane (during IMC course). Up to 5 hours of which may be
in a JAR-STD device qualified BITD, FNPT I, FNPT II or up to 2 hours of which may be in other FSTDs recognised by the Authority.
e. 10 hours total flight time by sole reference to instruments (during IMC course).
The IMCr is great thing to do, get one before EASA take the chance away.
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Hi IanPZ,
Re reading my previous post I see it comes across rather rude. Sorry that was not intended.
However, lots of people will have achieved their ppl in that time.
Are you only planning one lesson once a month?
If that is not the case do as I did and book every Sunday 09.00 slot for months ahead. That way availabilty will not be a problem.
Unless you are living in the Arctic circle you will have your ppl by summer 2012.
D.O.
Re reading my previous post I see it comes across rather rude. Sorry that was not intended.
However, lots of people will have achieved their ppl in that time.
Are you only planning one lesson once a month?
If that is not the case do as I did and book every Sunday 09.00 slot for months ahead. That way availabilty will not be a problem.
Unless you are living in the Arctic circle you will have your ppl by summer 2012.
D.O.
Last edited by dont overfil; 12th Nov 2011 at 08:17.
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Theres a huge difference between a day on which is it possible to fly a glider and a day on which it's possible to fly cross-country in a glider. Many of the non-XC days are great training days. Unless it's raining, we have awful turbulence from the hills, the cloudbase is below the top of the hill or the airfield is unusable (too wet or too much snow) we fly gliders.
As said elsewhere, most of us have fewer problems with cross-winds (some sites do have a hard runway you must land on), and clubs with ridges potentially have soaring all through the winter - you need the right direction wind and cloudbase above the ridge. What the right direction wind is depends on the club, and some clubs get good wave soaring as well in the right conditions.
As said elsewhere, most of us have fewer problems with cross-winds (some sites do have a hard runway you must land on), and clubs with ridges potentially have soaring all through the winter - you need the right direction wind and cloudbase above the ridge. What the right direction wind is depends on the club, and some clubs get good wave soaring as well in the right conditions.
