microlight
Past Events
BMAA Talk : Exeter ATC Visit : Jurassic Coast Fly In 2008
Wing
Farm 2007 :
Merryfield
Open Evening 2007 : Jurassic
Coast Fly In 2007
BMAA Talk - 19 January 2010
Report by Andy Oliver
Since The Journeyman
and The Balladeer are still not speaking to each
other, having taken opposing positions regarding the “Goddin Amendment”
on BMAA participation for all syndicate members, Andy Oliver went solo
to a recent Devon & Somerset Microlight Club meeting.
President Bernard Bader called for “Order” and some fifty buttocks were
placed firmly on seats with as good a show of co-ordination as one can
expect at a DSMC bash. The Red Arrows we may not be, but we can put on
a good display of hospitality at Dunkeswell, fabled “Home of the
Brave”, for any guest speaker who makes the trip to Devon. On
this cold December evening it was actually two guest speakers - BMAA
Chief Executive, Geoff Weighell, and Chief Technical Officer, Ben
Syson.
Taking off into a gentle headwind of beer laden exhalations, Geoff
opened with some aerial photos of the vast office complex that is the
beating heart of microlighting in the UK. From this three storey semi,
just over the road from the Deddington Arms Hotel, there is a team of
10 (and two dogs) who represent the 4000 members. 
Geoff appeared pretty pleased to be at a meeting where there was beer
instead of tea and biscuits. He must consume a lot of tea and biscuits
in his line of work. I counted 8 committees and bodies on which he and
his team stand up for member’s interests. The BMAA acts as
the conduit and lubrication between the eclectic mass of jolly, free
spirited pilots and the iron wheels of bureaucracy. The BMAA is not a
regulator, but it smoothes the impact of regulation through intelligent
presentation of intelligent argument.
Who is attempting to keep the majority of microlights inside Annex 2 of
the European Aviation Safety Authority (EASA) classification scheme?
Give yourself one mark if you answered “the BMAA”.
Who is fighting for the right for the pilots of most types of
microlights to “check flight” their own aircraft, subject to 150 hours
as P1 plus minimal training, and defending self declaration for
medicals? Not the BMAA surely? Wrong.
Who lobbied successfully for the hire of microlights? ‘Fraid so.
Who (in a co-ordinated response with the light aircraft, gliding,
hang-gliding, and other canvas and string aviation communities) gave
strong opinion in our mutual best interest on transponders and the
pricing of the radio spectrum? I suspect even the slowest learner knows
the answer.
Who negotiated for the reduction in the Stanstead transponder mandatory
zone, and challenged other Airspace Changes proposed for at Glasgow,
Norwich and, Salisbury Plain? This is an issue here in the west, with
Exeter Airport’s proposed revision almost meaning that one will be
infringing EGTE while flying the EGTU circuit. It was pointed out that
airspace infringements might appear to be increasing because airports
are logging every incident so as to support their own argument for
Airspace Changes.
Simultaneously, the BMAA needs to show that its members are
responsible, and a threat neither to themselves nor others. Hence the
work with the Airspace & Safety Initiative’s Communication and
Education Programme (ACEP), the General Aviation Safety Council
(GASCo), and the Confidential Human Factors Incident
Reporting Programme (CHIRP). Hence more tea and biscuits.
CTO Ben Syson took over for the second leg of the evening. Different
territory, but similar comprehensive scope and extensive benefit to
members. His team issue or renew 2000 Permits to Fly in an average
year. Even those with only passing familiarity of engines and airframes
will recognise the balance between letter and spirit of the law that
informs the work done on Type Approvals (both Factory and Amateur
builds), amateur completions, modification and repair approvals and
continued airworthiness. On engine off, approval was shown by the
audience, via warm applause.
So, over the years, the BMAA has established the trust of the
authorities. It is authorised to certify aircraft and modifications
with manufacturers. It does this at about 50% of the CAA fee. It is
consulted by the Air Accidents Investigation Branch (AAIB). It is
contracted with the Civil Aviation Authority to specify pilot training
and administer licensing, annually recommending that some 400 tyro
bird-blokes and bird-birds are competent to be awarded the NPPL.
It was clear that the BMAA does multiple important things for our
sport, and with very thin resources. Questioned on the “Goddin
Amendment”, Geoff Weighell was pragmatic and open in his answer. In
effect, “we moved too fast for due consideration of the implications,
the merits of the arguments and the feeling of the members.” So, with
admirable humility, the motion was withdrawn, pending the consideration
judged due. Now that’s what I call member orientation.
Readers can peruse the BMAA web site for publications, information,
chapter and verse. Indeed, they are encouraged to do so, since it might
cut down the 40 or so daily emails the BMAA receives from people (and I
quote) who “can’t be ar**d” to RTFM. If this is a new technical term
for you, three of the words are ‘read’, ‘the’ and ‘manual’.
It is 113 miles, as the Thruster flies, from Deddington to Dunkeswell,
and us yokels appreciated the time and effort made by our
representatives, who stated that they would be pleased to speak at
other clubs. We certainly recognise a good thing when it is explained
to us.
Not much opportunity for pulling at the bar at a DSMC do (especially if
one is my age), but when the landlord/barman of the Dunkeswell Aero
Centre cried “Last Orders” the pilots attached to the 50 buttocks had
time to take on board enough fuel to get home safely.
Report by Tom Brearley:
Dunkeswell
is only 5 miles from Exeter Airport's instrument approach. This fact
was brought home to us by a very interesting visit to Exeter ATC when
12 club members spent 2 hours of a Saturday morning as guests of Exeter
& Devon Airport Limited. Our visit was split between the visual
control tower and the radar room beneath it.
Upstairs we timed it well as the duty controller was relieved a few minutes after our arrival and so was able to chat freely, while his colleague did an amazing job of effortlessly switching his attention between us and the circuit/approach traffic,
"So you'll see on the screen a primary contact has no altitude information --
"G-XX, negative, that's not final, you are on base. Make one left hand orbit for separation and call completed --
"secondary surveilance radar comes from the Eaglescott golfball actually --
"G-XX, traffic is a Dash 8 on 4 mile final. Report visual --
"and if they're not talking to us we have to keep a careful eye on the contact and route RAS traffic around it --
[G-XX forgets to call final] "G-XX, cleared to land!."
It was fascinating to match up traffic on the radar screen with what we could see outside, whether it was Cessna's in the circuit, Flybe Dash 8s on approach or the contrail of a 747 at 28,000ft en route for America. Surprisingly, the gliding site at North Hill could easily be seen from the tower, though not the gliders themselves. The guys confirmed that there are commercial traffic 'rush hours' thoughout the day: early morning around 6am when many flights depart, mid-morning around 11 when they come back, and similarly again around 4pm and 7pm.
Down in the half light of the radar room, 3 radar screens glow blue beneath a big illuminated McDonalds-style panel displaying all sorts of aeronautical information. There's a frequency guide, transponder codes, details of danger areas ('hot' or 'cold' today), weather infrmation, airfield information, the half mil. chart and probably quite a few other things I've forgotten including the price of chips. One screen was for frequency 119.05, one for 128.975 and one for training purposes. So if you're passed from one to the other your details will literally be passed from hand to hand! Interestingly, it was confirmed that 119.05 (for radar service south of Exeter) is only used during the summer when things are busier. In the winter 128.975 covers the whole of the Exeter area alone. Both frequencies are always monitored though.
I've
often heard commercial traffic on Exeter Radar reporting their position
by reference to mysterious waypoints. The guys helpfully confirmed that
the majority of these are points within airways (usually where they
step down or cross the coast) and are not marked on the usual charts.
So GIBSO is near Bournemouth, BRIDPO is above Bridport, TOMPO is just
west of Exeter, EXMOOR is at Minehead and BOLT HEAD - well you can
guess that one. The ILS localiser to the immediate east of Exeter is
known as EX (echo x-ray), and is marked on the chart as EX337.
Alarmingly, whilst we were there the screens/coms equipment suddenly went blank. Anxiously we looked round with guilty glances to see which numpty had kicked the plug! Fortunately, no DSMC member was to blame and the screens came back on line in a couple of seconds. We had witnessed a real live power cut, and the emergency generators had taken over! It's a testament to the kit they have at Exeter that I doubt any of the traffic receiving a service even noticed.
The clarity of the picture on the screens was incredible. Circuit traffic could easily be seen trundling round Dunkeswell, as could faint slow-moving gliders over North Hill. It was confirmed, to the relief of all, that microlights are usually fully visible provided we're above 2,000ft.
As for calling Exeter, the message was very much, "If in doubt, call!" - and calling is a must if crossing the extended 08/26 centreline within (say) 15 miles. Since most of us don't carry transponders it helps if we can make our first call over a feature which is marked on the controller's radar screen like a VRP, a large town or a regular airfeld. We watched one hapless Piper pilot come south from Dunkeswell for several miles before calling Exeter to say he was "5 miles north of your ILS approach."
"No you're not, mate," muttered the controller, "You're almost in it." A better bet for him would have been for him to have circled near Honiton and reported his position there.
If you lose contact with Exeter, maybe because you've flown out of range or go too low, we were advised to say so to the next LARS service we used. They will then let Exeter know that we were unable to sign off. Alternatively, a phone call from the destination airfield will be appreciated. No 'overdue' action will be taken for VFR traffic in this situation, but it 's a courtesy and puts the controllers' minds at rest. Altitude information is especially useful for the controllers if you're not transponding, since primary radar doesn't provide any height information.
Towards the end of our visit it was fascinating to watch a Flybe flight from Belfast being vectored round from Minehead, past Chard and onto the ILS approach for RWY 26. In the open Class G airpsace over Chard commercial traffic can be brought down as low as 3,000ft. The same applies for north Devon. Instrument approaches usually start at 2,600ft about 5-15 miles out. Food for thought!
Overall, a really useful visit, for which we are very grateful to Exeter Airport ATC. We have offered a reciprocal visit for the air traffickers to come flying with us. We'll have to see whether they take us up on that!
Jurassic Coast Fly In
- 30 August 2008
Report by Bernard Bader:
If you were not there, then you missed it. Twenty-three aircraft from unknown wastelands outside the circuit flew in and enjoyed the hospitality of the Devon & Somerset Microlight Club. Food was free to members and those flying in… man could they put it away! The Met Office came through for us with a sunny day and balmy breezes - an oasis in this year’s permanent cloud cover! Big attraction for the evening was the music. “Ladies and Gentlemen lets give it up for… Chard Remains" (band from Chard). What an atmospheric evening! The fog come down - well it was a cloud really; Dunkeswell is 850ft up and has an impossible love affair with the upper atmosphere. The band sent us on a roller coaster ride of folk, the Mighty Floyd (yes really), the Scissors, Irish music and countless others. If Whispering Bob Harris had been there he would have said, in his own whispery way, “An eclectic mix”.
High point for me came at about 23:11hrs. The beer forced me to leave for a zizz round the back of the PFA hanger (Still PFA as far as I’m concerned). The fog was dense, the night was black, the relief was euphoric - I’d left it far too long. Then standing there, still hanging onto himself, my ears were kissed by the distant strains of a violin's lament, echoing in night airs, caressed in that special surreal sound, only dense fog can create; sent me to another world man. I was transported… See what you missed!
Next day rain! The show was over; everyone had had a great time. Those camping awoke to wetness, a terrific bacon breakfast and discussions on how to get home. CFI Jim, the training school's expert weather eyeball, reckoned on the front passing and homeward journeys were safely made. We hope to do the same or similar next year, so if your machine can climb higher than 850ft, come and put her down at Dunkeswell, Devon & Somerset Microlight Club’s annual bash. It will only cost you the landing fee… and your soul.
Wing Farm Fly In
- 11 August 2007
Report by Colin Bishop:
The day started at 0730 - what a glorious morning. Not a cloud in the sky at Puddletown. After a quick breakfast ,set off for the "50 min" trip to Tracy Island. Not a chance! All the holiday grogs queuing on the A35. Arrived at the field about 0905. Both planes out and checked over (well done boys keep it up). Bev & Jeff left about 0920. We left about 10 mins later. We could see the mist hanging in the valleys before getting airborne, but up there at 2,000ft we could see this was going to be an interesting flight. A huge low level blob of cloud covered the whole of the Somerset levels stretching as far east and north as the eye could see. The only thing in our favour was the boundary which was at Crewkerne, and everywhere south was clear.
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Ok then, let's follow the boundary east, and maybe have another breakfast at Henstridge! Bev radioed back and reported not a chance. By now we were snapping at his wake: well, we can always pop into Compton Abbas... But to our surprise a couple of miles short of Compton the cloud ended and we could see everywhere north and east. At £10 per landing at Compton we were glad that we could keep going .Called up Wing Farm on the Micro channel and Safetycom: no answer. About 7 mins to run we could see Wing but to our amazement 0 aircraft on the ground (apart from a couple of residents). Bev's landing was as good as mine (7 out of 10 I think) so no bragging here! A long wait ensued before the next aircraft landed about an hour later. Plenty of tea, but a bit slow on the grub front. But by now they were all arriving thick and fast. By 1300 hrs there must have been thirty odd planes. We were joined by Andy and Ben (C42) and Tom (Thruster). After a hot dog lunch we all decided to make a move: Bev went home (Jeff needed to get back, pass was running out), Andy, Ben, myself & Pete decided to return via Weston Zoyland (more tea). A good day out was had by all and a few more hrs in the log book.
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RNAS Merryfield Open Evening - 6
June 2007
Report by Pete Bishop:
Merryfield holds an open evening each year to promote the activities of the airfield and give the local public an insight into reason for all the helicopter flying activities. I went last year and it was a really good event with lots of helicopter displays. The Air Ambulance and police helicopters attend along with the local model aircraft club. The event is totally free and attracts a couple of thousand visitors.
As we fly past Merryfield with its huge runways I have often wondered if we could get permission to land there. When I saw the open evening in the local paper I remembered that one of my mates is friendly with the head of air traffic control at RNAS Yeovilton. So a couple of nights before the event I managed to get this chap's home number and gave him a call. He was a really nice chap (considering that I had just got him out of the bath!) His wife is also a traffic controller at Yeovilton and they both thought it would be a possibility for a couple of microlights to fly in for the event. I was asked to contact Merryfield tower direct and to speak to the event organiser. Again my request was met with approval and was asked if we could allow our planes to be used as a static display.
We were given a slot to arrive between 5.15 and 5.20pm and were most surprised when I said that we would call the tower for joining instructions etc when we were on our way. ( I think they thought we would arrive in some sort of converted supermarket trolley!)
So we departed Tracy Island at dead on 5pm for the five mile long haul to Merryfield. Bev took off first in his quantum with his passenger. Myself and Colin flipped a coin as to who was flying and who was radio man. I won and was radio man for the trip there and was going to fly back. We soon caught up Bev and met overhead Eagle Tavern to arrive together in our arrival time slot.
I had already told the Tower that G-TONN would be the lead plane on radio with Bev in G-BZOE non-radio but following and listening. At about 5 miles out I gave them a call and requested MATZ penetration and landing instructions. We were given MATZ penetration and permission to land along with the QFE and runway 09. I went back to them for the circuit direction and was told that we could do either. As we were approaching from the west we opted for a join on right base.
Approaching from the
west
We gave a quick call that we were established on right base for 09 and was asked the usual to report final. Then they asked for Bev's call sign and to confirm he was with us. This I did and reported final 09 to land.
Final runway 09, a mere
1850 metres. Wonder if Colin will get it in ok?!
Whilst we were on final the Tower called Bev and asked for his position. I somehow knew there would be no reply! So after a couple of seconds I tried to put on a different voice and replied for him! Somehow I think we were sussed.
We both landed safely. Colin managed his usual 7/10 landing and we were asked to park up next to the Sea King! (Not something you get asked every day).
We parked up and got the Devon &
Somerset Microlight Club banner out to fix to the plane. After a well
earned cup of tea after that long flight the crowds started to arrive.
There was plenty of interest in the microlights. Bev was mobbed by
young children wanting to sit in and have a photo taken. It was a very
busy couple of hours. 
As we had tied the control bar back to sit behind the back rest we had numerous questions about how we actually fly the plane and the controls used. One chap looked at the passenger foot rests and said "Blimey! You must have long arms mate to reach them controls with your hands."
The helicopter pilots put on a fantastic display which lasted around 30 minutes and then the official display team hurled around a couple of smaller helicopters, missing each other by feet.
It was time to go so I telephoned the Tower on my mobile to ask if it was ok for us to leave. We were asked to push our planes away from the crowd before start up. The crowd seemed to be hanging around to see us depart so I thought that a long back track and a fast fly down the runway at top speed and low level would be in order. Colin (now radio man) asked for taxi instructions etc and we backtracked. We did backtrack rather a long way and was asked by the tower if we were intending to backtrack home! We took off and at top speed shot down the runway and on reaching the intersection we shot up at 1500 ft per min. Stuart Morling was in the crowd and later told us that the crowd clapped at that point!
It was a great evening and Merryfield was very pleased that we were able to come along. We did exchange numbers with Head of Public Liaison and have agreed to do the same next year. We have also been promised a trip in a Sea King as Merryfield will be using Tracy Island more often for their off-site training.
I have not had a reply to a request to fly into Yeovilton but there is always hope!
First Jurassic
Coast Fly In - 2 June 2007
Report by Phil Parmiter:
This event started life at a meeting in those dark winter evenings when all we seem to do is chat about flying. Pete and Colin Bishop were nominated as event coordinators for the newly revamped Devon & Somerset Microlight Club. Both Pete and Colin had their ideas about fly ins and fly outs that the club should organise during the forthcoming year. It was proposed that we host two events at Dunkeswell: one in the summer and one in the autumn. This was when the idea of the Jurassic Coast Fly In came into existence, featuring a flight along the coast from Lyme Regis to Lulworth Cove, and then back to Dunkeswell for an evening bash.
Jim Greenshields kindly allowed the club to use his premises for the event. A marquee was sourced and a gas barbeque loaned by Colin Bishop. All set! It was hoped that holding the event over a weekend would help provide a weather window for the coastal flight and allow people to have a drink on Saturday night.
The weekend dawned with poor viz and low cloud hanging over the coast but fortunately this was only local and cleared by lunch. By then the barbeque was churning out hot dogs and burgers, and visitors were arriving - some from as far afield as Shoreham in Sussex, and others from Newton Peverill in east Dorset. There was a good friendly atmosphere around with everyone being made welcome.
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I was volunteered to round up those who wanted to make the trip out and we ended up with 8 planes - some carrying on to their respective home bases and one returning to Dunkeswell. As the predicted front was approaching from the west, and the skies were clouding over, we decided to leave sooner rather then later at 4:15pm.
I took the lead in Rans G-CBOS and with the other planes behind we headed off to Stockland radio mast, then proceeded to bimble down to Lyme Regis and along the Jurassic Coast. As we headed east the weather steadily improved until we were basking in glorious sunshine with unlimited visibility and blue skies above. Truly a wonderful day to be out flying.
I could hear the other planes calling in on 129.825 - some were down as far as Branscome looking at the Napoli cargo ship grounded since the winter months.
Colin Whitford in Skyranger G-MARO was experiencing radio trouble and he decided to head to Bridport as we flew past it, while I carried on, tracking to the North of the Bird Sanctuary near Abbotsbury, and being passed by a Eurostar and two Jab's flying low over Lyme Bay.
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Weymouth Bay looked more like the Caribbean than Southern England!
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A great day's flying in good company - roll on next year for a bigger and better Jurassic Coast Fly In.
Devon & Somerset
Microlight Club
Dunkeswell Airfield, Dunkeswell, Nr. Honiton, Devon EX14 4LJ
Club Tel: 01823 256046
Flying School Tel: 01404 891880