accelerated PPL - Tayside
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accelerated PPL - Tayside
Hi everyone, I am grateful that I have found this forum.
I am graduating this summer and my parents are kind enough to sponsor me to get my flight training. Based in Manchester, I have had a taster session with LAC Flying School.
I am planning to have an accelerated PPL during the summer and my choice would be to attend the summer school in Tayside Aviation.
I have read threads about its financial status, but that dated back to 2008. I have also read about Tayside's "customer satisfaction" is poor.
Would you guys give me some advice?
p.s. I am an student from Hong Kong, and I hope my PPL could help me getting a place in the cadet pilot programme back home
I am graduating this summer and my parents are kind enough to sponsor me to get my flight training. Based in Manchester, I have had a taster session with LAC Flying School.
I am planning to have an accelerated PPL during the summer and my choice would be to attend the summer school in Tayside Aviation.
I have read threads about its financial status, but that dated back to 2008. I have also read about Tayside's "customer satisfaction" is poor.
Would you guys give me some advice?
p.s. I am an student from Hong Kong, and I hope my PPL could help me getting a place in the cadet pilot programme back home
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Sometimes you hear mixed things about Tayside. Money issues, instructor issues etc. Last i heard, they were going to stop commercial training due to lack of business. But of course that might just be rumours.
Look at ACS Flight Training in Perth which is around 15 miles away from Tayside. Good instructors, good airport and they have just started a base at Glasgow International Airport. Also has good/cheap onsite accommodation.
Look at ACS Flight Training in Perth which is around 15 miles away from Tayside. Good instructors, good airport and they have just started a base at Glasgow International Airport. Also has good/cheap onsite accommodation.
I've used them for handling from time to time when flying through Dundee.
My impression is of a well run school, friendly, on a nice airport with good facilities. The aeroplanes at a casual glance look well looked after.
Whilst there are cheaper places in the world to go as well as places with better flying weather (if time and money are an objective I think I'd recommend California or Arizona), but if you can get a PPL in Scotland, you'll be well placed to handle most things that the rest of the world has to throw at you.
That said, I've never used their instructing services, so can't really comment on that.
G
My impression is of a well run school, friendly, on a nice airport with good facilities. The aeroplanes at a casual glance look well looked after.
Whilst there are cheaper places in the world to go as well as places with better flying weather (if time and money are an objective I think I'd recommend California or Arizona), but if you can get a PPL in Scotland, you'll be well placed to handle most things that the rest of the world has to throw at you.
That said, I've never used their instructing services, so can't really comment on that.
G
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I am planning to have an accelerated PPL during the summer and my choice would be to attend the summer school in Tayside Aviation.
Summer, what summer? Generally warmer rain, with more turbulent cloud
That said, Tayside are a well run outfit, with good instructors. Dundee is also a good airport to fly out of.
Inverness weather is quite good - especially for training. Only land-away XCs would take you out of the good weather pocket. I've been flying from there since 1986. (PPL)
It's true - did my ppl in Inverness. Never regretted it for a minute. The local weather was almost all flyable. Long-distance X-countries can take a while. And this was split between November/January. If I'd come with my medical, I'd have done it in a month.
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Dundee wx can be decent. I managed 30hrs training in 3 weeks when I did my RAF Flying Scholarship there. That was flying 3 trips a day on the good days however.
Why not visit both Tayside and ACS/Leading Edge and fly a trip with each before you commit?
Why not visit both Tayside and ACS/Leading Edge and fly a trip with each before you commit?
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Prestwick is another airport with its own micro climate.
Everyone in scotland is quite loyal to their schools.
Good news is that they all have pretty good standards so it's a function of logistics which one you want to go to.
Even after flying some 900 hours out of inverness instructing I never got bored of the scenery. And the cross countrys are stuff that others spend thousands to get to do later.
They are lucky up there as the training area is just 2 mins flying out the circuit.
I don't have any connection with the school up there these days but still reckon that bit of the UK is a bit special for learning to fly.
Everyone in scotland is quite loyal to their schools.
Good news is that they all have pretty good standards so it's a function of logistics which one you want to go to.
Even after flying some 900 hours out of inverness instructing I never got bored of the scenery. And the cross countrys are stuff that others spend thousands to get to do later.
They are lucky up there as the training area is just 2 mins flying out the circuit.
I don't have any connection with the school up there these days but still reckon that bit of the UK is a bit special for learning to fly.
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Hi tms.Anita
I've had the following passed on to me regarding an incident in a Tayside aircraft. Its about halfway down, under PA-28, involving a pan call near Lockerbie, you may wish to read it.
Safety Data - General Aviation Report: April 2014 - General Aviation Report | Publications | About the CAA
Allegedly Tayside management initially denied a leak had been found, suggesting pilot error, then they apparently desribed the leak as a pinhole. There is a video doing the rounds....
Please, please look into all options so you can make an informed choice which suits your needs. And stay safe!
PS. Check your PMs.
I've had the following passed on to me regarding an incident in a Tayside aircraft. Its about halfway down, under PA-28, involving a pan call near Lockerbie, you may wish to read it.
Safety Data - General Aviation Report: April 2014 - General Aviation Report | Publications | About the CAA
Allegedly Tayside management initially denied a leak had been found, suggesting pilot error, then they apparently desribed the leak as a pinhole. There is a video doing the rounds....
Please, please look into all options so you can make an informed choice which suits your needs. And stay safe!
PS. Check your PMs.
Last edited by Halftanks; 10th May 2014 at 19:06.
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That video is quite alarming for a number of reasons.
1. The pipe is not to my knowledge an approved part. It appears to be a high pressure brake line pipe. Without a flexible couple to allow for engine vibration.
2. Its been bent crushing the inside radius flattening the pipe.
3. The leak is a full pipe split. The pin in question must be a 6" nail if its a pin hole leak.
4. The quantity and pressure that it was coming out with they were lucky there wasn't a fire.
And if the further rumours are true about the fraudulent changing of techlog Times between two towered airfields is true. The idiot that thinks they can get away with it must be barking mad as it takes 2 30 second phone calls to get the correct times.
1. The pipe is not to my knowledge an approved part. It appears to be a high pressure brake line pipe. Without a flexible couple to allow for engine vibration.
2. Its been bent crushing the inside radius flattening the pipe.
3. The leak is a full pipe split. The pin in question must be a 6" nail if its a pin hole leak.
4. The quantity and pressure that it was coming out with they were lucky there wasn't a fire.
And if the further rumours are true about the fraudulent changing of techlog Times between two towered airfields is true. The idiot that thinks they can get away with it must be barking mad as it takes 2 30 second phone calls to get the correct times.
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So...... the first indication is the loss of power. Not an unbalanced reduction in fuel contents being picked up on a FREDA check or during the tank changes at regular intervals?
Fuel pissing out at 3 Litres a minute.... 10 minute checks.... anticipated use and endurance...........
This looks like it's not entirely down to the engineers.
Fuel pissing out at 3 Litres a minute.... 10 minute checks.... anticipated use and endurance...........
This looks like it's not entirely down to the engineers.
PIPER PA28 LYCOMING
320 FAMILY
Cruise Lockerbie 24/03/2014 201403530
PAN declared due to sudden loss of power. Aircraft diverted.
Aircraft called Scottish Information in vicinity of DCS at 1805z requesting a Basic Service. Aircraft at level 4500 feet routing Lockerbie, Lanark for Fife with 2 POB. Confirmed Basic Service and gave squawk of 7401. Aircraft called next at 1818z position, east > Lockerbie, declaring a Pan (as a result of a sudden drop in power) and stated intention was to divert into Carlisle Airport. Pilot informed me that aircraft had regained power but he would divert to Carlisle anyway. I contacted D&D who requested that I maintain "operational control", I also informed Carlisle that aircraft inbound as a result of Pan and passed details. Carlisle gave me a squawk of 4677 for aircraft, which I passed on to pilot. I also informed Watch Supervisor as to incident. I contacted aircraft again at 1828 (17 miles to run to EGNC) and at 1835 (aircraft 8 miles to run to EGNC) at this time, pilot requested change to Carlisle Frequency of 123.6. I informed Fife airfield that aircraft was diverting into Carlisle. Carlisle informed me that aircraft landed safely
at 1843z.I informed D&D and Operational Supervisor.
Supplementary 24.03.14:
Aircraft lands 18:42. Fuel was observed to be leaking from a fractured fuel pipe. At a rate of 3 litres per minute, according to an engineer.
Supplementary 29.03.14:
AIRCRAFT WAS FUELLED TO FULL TANKS AT FIFE AIRFIELD AND CONFIRMED VISUALLY. FLIGHT TIME WAS 2 HOURS 13 MINS. FUEL
WAS LEANED IN THE CRUISE AS PER PILOT'S OPERATING HANDBOOK, AND TANKS CHANGED AT REGULAR INTERVALS. PRIOR TO
DEPARTURE FOR RETURN LEG, BOTH FUEL TANKS WERE VISUALLY CHECKED AND FOUND TO BE JUST BELOW "TABS". THIS
CORRELATED WITH THE EXPECTED LEVEL AND PROVIDED AN ESTIMATED ENDURANCE OF 3 TO 3 HOURS 30 MINUTES FOR A
CALCULATED TRIP OF 1 HOUR 30 MINUTES. APPROXIMATELY 40 MINUTES INTO FLIGHT, WITH MIXTURE LEANED, THE ENGINE FELL
SILENT, PROPELLOR STARTED TO SLOW AND THE RPM SUDDENLY DROPPED. PIC SELECTED MIXTURE RICH, FUEL PUMP ON, AND
CHANGED FROM LEFT TO RIGHT TANK. POWER WAS IMMEDIATELY RESTORED, CARB HEAT WAS SELECTED ON WITH NO ROUGH
RUNNING EXPERIENCED. PASSENGER (A QUALIFIED PILOT) ASSISTED WITH RADIO CALLS AND DECLARED A PAN. A DIVERTION WAS
INITIATED TO NEAREST AIRPORT (CARLISLE). AT CARLISLE, FUEL TANKS WERE VISUALLY CHECKED AND NO FUEL WAS VISIBLE IN
EITHER TANK.
Supplementary 28.04.14:
Aircraft was brought into our facility and remaining fuel removed from aircraft. The left tank was completely empty the right tank contained 7.4 ltrs of fuel remaining. As instructed by the owners we're fuelled the aircraft to "Tabs" in total 140 ltrs. On engaging the electric pump we immediately
noticed the suspected fuel leak on the fuel pressure indicating line at the point of a severe bend in said fuel line.
320 FAMILY
Cruise Lockerbie 24/03/2014 201403530
PAN declared due to sudden loss of power. Aircraft diverted.
Aircraft called Scottish Information in vicinity of DCS at 1805z requesting a Basic Service. Aircraft at level 4500 feet routing Lockerbie, Lanark for Fife with 2 POB. Confirmed Basic Service and gave squawk of 7401. Aircraft called next at 1818z position, east > Lockerbie, declaring a Pan (as a result of a sudden drop in power) and stated intention was to divert into Carlisle Airport. Pilot informed me that aircraft had regained power but he would divert to Carlisle anyway. I contacted D&D who requested that I maintain "operational control", I also informed Carlisle that aircraft inbound as a result of Pan and passed details. Carlisle gave me a squawk of 4677 for aircraft, which I passed on to pilot. I also informed Watch Supervisor as to incident. I contacted aircraft again at 1828 (17 miles to run to EGNC) and at 1835 (aircraft 8 miles to run to EGNC) at this time, pilot requested change to Carlisle Frequency of 123.6. I informed Fife airfield that aircraft was diverting into Carlisle. Carlisle informed me that aircraft landed safely
at 1843z.I informed D&D and Operational Supervisor.
Supplementary 24.03.14:
Aircraft lands 18:42. Fuel was observed to be leaking from a fractured fuel pipe. At a rate of 3 litres per minute, according to an engineer.
Supplementary 29.03.14:
AIRCRAFT WAS FUELLED TO FULL TANKS AT FIFE AIRFIELD AND CONFIRMED VISUALLY. FLIGHT TIME WAS 2 HOURS 13 MINS. FUEL
WAS LEANED IN THE CRUISE AS PER PILOT'S OPERATING HANDBOOK, AND TANKS CHANGED AT REGULAR INTERVALS. PRIOR TO
DEPARTURE FOR RETURN LEG, BOTH FUEL TANKS WERE VISUALLY CHECKED AND FOUND TO BE JUST BELOW "TABS". THIS
CORRELATED WITH THE EXPECTED LEVEL AND PROVIDED AN ESTIMATED ENDURANCE OF 3 TO 3 HOURS 30 MINUTES FOR A
CALCULATED TRIP OF 1 HOUR 30 MINUTES. APPROXIMATELY 40 MINUTES INTO FLIGHT, WITH MIXTURE LEANED, THE ENGINE FELL
SILENT, PROPELLOR STARTED TO SLOW AND THE RPM SUDDENLY DROPPED. PIC SELECTED MIXTURE RICH, FUEL PUMP ON, AND
CHANGED FROM LEFT TO RIGHT TANK. POWER WAS IMMEDIATELY RESTORED, CARB HEAT WAS SELECTED ON WITH NO ROUGH
RUNNING EXPERIENCED. PASSENGER (A QUALIFIED PILOT) ASSISTED WITH RADIO CALLS AND DECLARED A PAN. A DIVERTION WAS
INITIATED TO NEAREST AIRPORT (CARLISLE). AT CARLISLE, FUEL TANKS WERE VISUALLY CHECKED AND NO FUEL WAS VISIBLE IN
EITHER TANK.
Supplementary 28.04.14:
Aircraft was brought into our facility and remaining fuel removed from aircraft. The left tank was completely empty the right tank contained 7.4 ltrs of fuel remaining. As instructed by the owners we're fuelled the aircraft to "Tabs" in total 140 ltrs. On engaging the electric pump we immediately
noticed the suspected fuel leak on the fuel pressure indicating line at the point of a severe bend in said fuel line.
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This looks like it's not entirely down to the engineers.
But then again its often been said that fuel gauges on most SEP's are a pretty much only fitted to comply with legal requirements to have them. But in actually fact they are pretty bloody useless.
The whole fuel system on the PA28 to me was always pretty ill thought out.
Fuel change over handle pain in the arse.
Gauges well out of your instrument scan.
Tommy on the other hand so much better.
