Light aircraft down in Dundee
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How, exactly, does one "comply" with VMC? And how does that differ from complying with VFR?
Complying with VFR would involve not flying under IFR.
Seems clear enough to me
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Having enough money to do your own thing without asking permission means you lose the requirement to convince another Pilot to authorise your flight. This requirement is "a good thing" which is why the RAF still use it.
"How, exactly, does one "comply" with VMC? And how does that differ from complying with VFR?"
Simples. VMC minima change according to level, qualification, airspace, and aircraft type. To be VFR you must comply with these minima.
Please don't tell me you are unaware of the minima YOU require, as per ANO?
Simples. VMC minima change according to level, qualification, airspace, and aircraft type. To be VFR you must comply with these minima.
Please don't tell me you are unaware of the minima YOU require, as per ANO?
crash one wrote:
Please don't read anything hostile or sinister into my comment, I was simply pointing out that, as questions had been raised as to licence validity, medical declaration status and the visibility during certain parts of the flight, that it might be worth taking account of the differences for a microlight, nothing more.
Many on here who do not fly microlights may not be aware of these differences, as they tend to be buried in the depths of multiple bits of the rules. Those of us with many years microlight flying experience tend to become acutely aware of all the little quirks of the rules that make interpretation and compliance a bit of a chore at times.
VP
VP959.
So, the limitations are different. The point being?
What should we consider that the last 25 pages of "discussion" have not considered?
So, the limitations are different. The point being?
What should we consider that the last 25 pages of "discussion" have not considered?
Many on here who do not fly microlights may not be aware of these differences, as they tend to be buried in the depths of multiple bits of the rules. Those of us with many years microlight flying experience tend to become acutely aware of all the little quirks of the rules that make interpretation and compliance a bit of a chore at times.
VP
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Dr JW:
Wind farm developer paid for the new radar, which provides 'clean' coverage of the airspace overhead the wind farm. Nothing to do with Mode S since the problem is confined to primary radar only.
NS
exactly who paid for the new radar - was it an upgrade to allow for mode S?
NS
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NORTHSOUTH
good to know many thanks for your reply
CAA Establishes Whitelee Windfarm TMZ
The CAA has announced that a temporary Transponder Mandatory Zone (TMZ) will be established from 15 September until 6 December 2009 over the Whitelee Windfarm, south of Glasgow, to mitigate its effect on the NATS Lowther Hill radar.
The CAA commented, "Windfarms can generate unwanted returns on primary radar and degrade the performance of Secondary Surveillance Radar. The temporary TMZ has therefore been put in place to ensure the wind turbines have no adverse effect on the safety of air traffic in the area."
The TMZ will be withdrawn once NATS’ new air traffic control centre at Prestwick comes online in December 2009 with a feed from the new radar station at Kincardine in Fife. This will provide improved coverage of the airspace around the area.
The TMZ will extend from surface level to 6,000ft. Most of the TMZ will be in established Class D airspace with two small areas in uncontrolled airspace.
Phil Roberts, Assistant Director of Airspace Policy at the CAA, said: “As the majority of the TMZ covers controlled airspace most aircraft that will be affected are already transponder equipped. The local flying club at Strathaven has been consulted and due to the temporary nature of the restriction are content that there will be no major impact on their operations.”
Details of the changes will be published by NOTAM, while the AIP will be amended at AIRAC 12/2009 (19 Nov 2009).
A map showing the revised airspace can be found at http://www.caa.co.uk/default.aspx?ca...0&pageid=10893.
good to know many thanks for your reply
CAA Establishes Whitelee Windfarm TMZ
The CAA has announced that a temporary Transponder Mandatory Zone (TMZ) will be established from 15 September until 6 December 2009 over the Whitelee Windfarm, south of Glasgow, to mitigate its effect on the NATS Lowther Hill radar.
The CAA commented, "Windfarms can generate unwanted returns on primary radar and degrade the performance of Secondary Surveillance Radar. The temporary TMZ has therefore been put in place to ensure the wind turbines have no adverse effect on the safety of air traffic in the area."
The TMZ will be withdrawn once NATS’ new air traffic control centre at Prestwick comes online in December 2009 with a feed from the new radar station at Kincardine in Fife. This will provide improved coverage of the airspace around the area.
The TMZ will extend from surface level to 6,000ft. Most of the TMZ will be in established Class D airspace with two small areas in uncontrolled airspace.
Phil Roberts, Assistant Director of Airspace Policy at the CAA, said: “As the majority of the TMZ covers controlled airspace most aircraft that will be affected are already transponder equipped. The local flying club at Strathaven has been consulted and due to the temporary nature of the restriction are content that there will be no major impact on their operations.”
Details of the changes will be published by NOTAM, while the AIP will be amended at AIRAC 12/2009 (19 Nov 2009).
A map showing the revised airspace can be found at http://www.caa.co.uk/default.aspx?ca...0&pageid=10893.
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What a facinating thread!
But the most useful comment has already been made by BabyBear:
I suspect this is as far as any investigation into cause will get.
But the most useful comment has already been made by BabyBear:
In my view the man's a nutter that needs saving from himself and I base that solely on comments from him, rather than conjecture posted here.
Last edited by sharksandwich; 22nd Aug 2009 at 10:15. Reason: grammar
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'Scuse me guys. Does any of this matter if as a couple of earlier posts suggest he was not even legal to fly in 100 mile vis cloudless VFR class G sky.
Sounds like a dangerous personality type not unknown in aviation.
DO.
ps It's been interesting though.
Sounds like a dangerous personality type not unknown in aviation.
DO.
ps It's been interesting though.
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Too many freeby choccy biscuits was it ?
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Airpolice......hey OK sorry for that...reckon it was a bad pint in Scotts at the marina.....unsure if it was the tenth or the eleventh..
never really suspected your Twix bar but would like to now who your mole is?????
Would be great to organise a pprune fly in and even I can provide transport from the flight cente ....reckon I could get at least 12 in the Reliant Robin if I put the roof down
You ca nick my jacket but please not my shorts!!!...as for a friendly voice next week it will have to be monday or tuesday after that its 14 days stress break for me!!
Take care and safe flying......
never really suspected your Twix bar but would like to now who your mole is?????Would be great to organise a pprune fly in and even I can provide transport from the flight cente ....reckon I could get at least 12 in the Reliant Robin if I put the roof down
You ca nick my jacket but please not my shorts!!!...as for a friendly voice next week it will have to be monday or tuesday after that its 14 days stress break for me!!
Take care and safe flying......
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Captain Stable,
What I meant back in post #507 was that the detail of vmc and vfr are hardly going to be of interest to biggles if he doesn't bother with the basics such as medical and rt licence etc.
Airpolice,
You have a point. This is what happened with the thread about the new ATSOCAS. It brought to light that very few people understood the old system.
DO.
What I meant back in post #507 was that the detail of vmc and vfr are hardly going to be of interest to biggles if he doesn't bother with the basics such as medical and rt licence etc.
Airpolice,
You have a point. This is what happened with the thread about the new ATSOCAS. It brought to light that very few people understood the old system.
DO.
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I have followed this thread with no small degree of fascination from the start. There are so many lessons to be learned.
While the pilot can legitimately be faulted in many ways - I think that perhaps his greatest failure of judgement was the 'decision' to go "VFR on top" of an overcast with the consequent necessity to repeatedly climb using up more fuel. I know that he has claimed that he could see the ground and navigate visually, but I am inclined to take that with a pinch of salt as others flying in the vicinity found 8/8 oktas. Had he stayed down low there would have been a different outcome in my opinion.
While the pilot can legitimately be faulted in many ways - I think that perhaps his greatest failure of judgement was the 'decision' to go "VFR on top" of an overcast with the consequent necessity to repeatedly climb using up more fuel. I know that he has claimed that he could see the ground and navigate visually, but I am inclined to take that with a pinch of salt as others flying in the vicinity found 8/8 oktas. Had he stayed down low there would have been a different outcome in my opinion.
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Noblue you may be correct but look on the bright side. His accident is in the past and nobody was hurt. With his attitude if it had not happened then it sure as hell was going to happen somewhere else in the future with perhaps a worse outcome
DO.
DO.
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I don't know what I've liked better in this thread, the aviation-related content or the colorful usage of British wit and slang...
Last edited by grumpyoldgeek; 24th Aug 2009 at 16:48.
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This has been great sport for all and in the course of some humour and righteous indignation I have seen some good points made.
I have only recently come across flightnav and would draw attention to this for any pilot wishing to fly in areas with which they are unfamiliar - which should just about cover everyone who wants to make use fothe PPL and not just bumble around the local area.
This is an excellent resource and is not only useful to basic flight planning but has plenty of additional information and aerial view of airfields. I may be somewhat of an anorak sometimes but, ever since my early flying career I have made a point of being able to spot which aerodrome is which and now use the clues in CAA charts and pooleys/other VFR guides.
As I fly around, even on commercial flights, I take time to "navigate" my way around and usually look up airfields not stopped at but viewed from the air. Had Captain calamity taken the time and effort to plan properly - i.e. not just for what he wished and expected to happen but, for as much as might reasonably happen, he might have found Flightnav to have been a very helpful resource. He might also have been more aware of what options were available enroute and not diverted past Perth on a detour to Dundee - quite unnecessarily.
It's all about decision making - the more relevant information you have the better the results.
I have only recently come across flightnav and would draw attention to this for any pilot wishing to fly in areas with which they are unfamiliar - which should just about cover everyone who wants to make use fothe PPL and not just bumble around the local area.
This is an excellent resource and is not only useful to basic flight planning but has plenty of additional information and aerial view of airfields. I may be somewhat of an anorak sometimes but, ever since my early flying career I have made a point of being able to spot which aerodrome is which and now use the clues in CAA charts and pooleys/other VFR guides.
As I fly around, even on commercial flights, I take time to "navigate" my way around and usually look up airfields not stopped at but viewed from the air. Had Captain calamity taken the time and effort to plan properly - i.e. not just for what he wished and expected to happen but, for as much as might reasonably happen, he might have found Flightnav to have been a very helpful resource. He might also have been more aware of what options were available enroute and not diverted past Perth on a detour to Dundee - quite unnecessarily.
It's all about decision making - the more relevant information you have the better the results.
Last edited by Munnyspinner; 26th Aug 2009 at 12:30. Reason: spooling
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Tree-to-Tree Airtaxi anyone?
Although he hasn’t flown since the accident, Mr Hagedorn is busy setting up his air taxi company.
- even if
He said, “I’ll not be flying them. I’m not a commercial pilot so they’ll be flown by ex-British Airways pilots.”
More here.