Weather for flying.
Join Date: Nov 2016
Location: Cumbria
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Fireflybob......
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xercise 2 "Preparation for and Action After Flight" is rarely taught and practised (by the student) completely if ever at all, in my experience.
Completely agree, When I first became an examiner, students never asked to check my licence, despite in the debriefing I pointed out it was a checklist item, there was rarely a briefing or how to exit the aircraft in an emergency, location of the fire extinguisher, first aid kit, or a depature briefing for passengers/examiner. I should add as the examiner briefing that I should be treated as a passenger on his first flight in a light aircraft.
Quote: Teaching someone to fly (should) involve a lot more than just the safe manipulation of the controls. Essentially and ideally we should be teaching PPL holders how to exercise "captaincy".
Yes I agree on teaching captaincy, but also assertiveness and decision making. But to add using all available resourses such as ATC, especially in an emergency.
Quote: Also within the PPL how often do we teach a turn back on a flight due to weather?
When I was first an examiner, I was at odds with the chief examiner, as the test item in respect to entering IMC inadvertently was a 180 degree turn on full panel, that was it from memory, there was no requirement for the student declaring MSA, declaring an emergency with D & D, or radar unit, or declaring the best options for diversion. In addition taking the decision to climb to MSA in the event the 180 degree does not return you back to VMC, clarify icing level, check OAT and visual check for icing.
To add to the above, instructors should be teaching students to recognise bad weather and turn back in advance of adverse weather, and not leave it until in IMC, this should be demonstrated during trainig, which should not be too difficult in English weather.
Quote
xercise 2 "Preparation for and Action After Flight" is rarely taught and practised (by the student) completely if ever at all, in my experience.Completely agree, When I first became an examiner, students never asked to check my licence, despite in the debriefing I pointed out it was a checklist item, there was rarely a briefing or how to exit the aircraft in an emergency, location of the fire extinguisher, first aid kit, or a depature briefing for passengers/examiner. I should add as the examiner briefing that I should be treated as a passenger on his first flight in a light aircraft.
Quote: Teaching someone to fly (should) involve a lot more than just the safe manipulation of the controls. Essentially and ideally we should be teaching PPL holders how to exercise "captaincy".
Yes I agree on teaching captaincy, but also assertiveness and decision making. But to add using all available resourses such as ATC, especially in an emergency.
Quote: Also within the PPL how often do we teach a turn back on a flight due to weather?
When I was first an examiner, I was at odds with the chief examiner, as the test item in respect to entering IMC inadvertently was a 180 degree turn on full panel, that was it from memory, there was no requirement for the student declaring MSA, declaring an emergency with D & D, or radar unit, or declaring the best options for diversion. In addition taking the decision to climb to MSA in the event the 180 degree does not return you back to VMC, clarify icing level, check OAT and visual check for icing.
To add to the above, instructors should be teaching students to recognise bad weather and turn back in advance of adverse weather, and not leave it until in IMC, this should be demonstrated during trainig, which should not be too difficult in English weather.
Last edited by Homsap; 9th Nov 2017 at 08:10.
I just want to add one more thing to the excellent tips already posted by others. OP, it probably won't be of much use to your now, but later on it becomes quite handy.
Local knowledge.
If you are at home and are not sure what conditions are like, ring a pilot or flying organisation who is at the airport and ask them directly. It's also good if you are flying cross country to call a local pilot at your destination and ask them what they expect the weather will do because you'll get information that is pertinent rather than a bunch of numbers and charts you have to interpret.
Local knowledge.
If you are at home and are not sure what conditions are like, ring a pilot or flying organisation who is at the airport and ask them directly. It's also good if you are flying cross country to call a local pilot at your destination and ask them what they expect the weather will do because you'll get information that is pertinent rather than a bunch of numbers and charts you have to interpret.
Join Date: Jan 2009
Location: Oxford, UK
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Try flying in the dark!
This time of year, in Ireland or the UK, the daylight is limited. Low sun, fog,
all kinds of hazards, to say nothing of crap weather. Which is why it really would be a good time to work on a night rating.... Couple of airfields near Oxford turn their lights on at night, for instance, Wycombe or Oxford, and provide night flying instruction. There must be several more in your area.
Actually must be safer flying at night this time of year. Oxford Airport keep the lights on until 10.30. I gained a night rating in power at Booker... and still remember flying a K13 glider with a lad having his first trial lesson, at Wycombe over the town. Warm air still rising, we were still airborne well after dark. No battery in the glider, but the instruments in the old glider glowed nicely at night. My Plan B was to land on the power side, which had the lights on! but I was actually able to see the ground well enough to land on the grass.
Unforgettable!
all kinds of hazards, to say nothing of crap weather. Which is why it really would be a good time to work on a night rating.... Couple of airfields near Oxford turn their lights on at night, for instance, Wycombe or Oxford, and provide night flying instruction. There must be several more in your area.
Actually must be safer flying at night this time of year. Oxford Airport keep the lights on until 10.30. I gained a night rating in power at Booker... and still remember flying a K13 glider with a lad having his first trial lesson, at Wycombe over the town. Warm air still rising, we were still airborne well after dark. No battery in the glider, but the instruments in the old glider glowed nicely at night. My Plan B was to land on the power side, which had the lights on! but I was actually able to see the ground well enough to land on the grass.
Unforgettable!
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Might have been a year or two earlier...not long after I flew with Dickie Bird to get the night rating.....that was l989, or thereabouts. I bet his records are better than mine!
I did a lot of night flying in America....including a Christmas eve trek from Texas to Michigan. And with a friend who wasn't a pilot, from Texas to Florida .... that was in December as well. Amazing when you are flying from West to East how quickly night closes in that time of year.
I did a lot of night flying in America....including a Christmas eve trek from Texas to Michigan. And with a friend who wasn't a pilot, from Texas to Florida .... that was in December as well. Amazing when you are flying from West to East how quickly night closes in that time of year.
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Might have been a year or two earlier...not long after I flew with Dickie Bird to get the night rating.....that was l989, or thereabouts. I bet his records are better than mine!
I did a lot of night flying in America....including a Christmas eve trek from Texas to Michigan. And with a friend who wasn't a pilot, from Texas to Florida .... that was in December as well. Amazing when you are flying from West to East how quickly night closes in that time of year.
I did a lot of night flying in America....including a Christmas eve trek from Texas to Michigan. And with a friend who wasn't a pilot, from Texas to Florida .... that was in December as well. Amazing when you are flying from West to East how quickly night closes in that time of year.
