EGTF Easter 2013 Opening Hours

Posted by flysynergy on Mar 9, 2013 in Fairoaks News | 0 comments Easter Opening Hours for Fairoaks aerodrome operations are detailed below. Please note that Synergy Aviation will be open as normal (0900 -1800 Mon to Sat | 1000 - 1800 Sun) throughout this period for flight training, aircraft rental or cups of tea! Friday 29 March 2013 : 0900-1800 normal services provided, NO circuit flying. Saturday 30 March 2013 :  0800-1800 normal services provided. Sunday 31 March 2013 : 0900-1800 normal services provided. Monday 1 April 2013 : 0900-1800 normal services provided, NO circuit...
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CAP797 – New FISO Manual

Posted by flysynergy on Mar 9, 2013 in Flight Safety | 0 comments The CAA has recently produced a new manual of Flight Information Services (CAP797) which becomes effective on 1 April 2013. With this new manual, there are some changes to operational procedures used by FISOs that will be applicable to airfields such as Fairoaks operating under a Flight Information Service. Below is an article from the CAA helping to clarify the different types of services available from UK airfields. Text outlined in bold italics draws attention to changes from the current FISO practice. Look Who’s Talking Kevin Crowley, an Air Traffic Standards Specialist at the Civil Aviation Authority takes a look at RT protocol and the importance of good communication.  Verbal misunderstandings never turn out that well, but in aviation they can be fatal. For a pilot, the difference between an instruction, and the supply of information, can mean the difference between a safe flight, and an incident or accident. As well as understanding what has been said, a pilot should also be aware of who has said it. Is that an Air Traffic Controller (ATCO), Flight Information Service Officer (FISO), or Air Ground Radio Operator you are talking to? Effective communication relies on a two way process, and as well as speaking a common language it helps if both parties are conscious of just who they are communicating with - this determines how a pilot should interpret the language used.   Many GA pilots, of course, operate quite happily in Class G airspace without needing to talk to anyone at all. However, many do need to use the radio to operate at their local aerodrome, and will receive an Air Traffic Control (ATC) Service, Aerodrome Flight Information Service (AFIS) or Air Ground Communication Service (AGCS). Knowing what to and what not to expect from each service, and the phraseology used in the provision of each service is something any pilot with a Radiotelephony licence will have covered in their training. However, knowledge fades and misconceptions creep in with time. The UK Civil Aviation Authority (CAA) has recently published a new document, CAP 797 Flight Information Service Officer Manual, containing procedures and phraseology for use by a FISO, and can be found on the CAA website at www.caa.co.uk/CAP797. The manual is the result of an extensive consultation process with the aviation community and will have an impact for operations at all aerodromes providing an AFIS. Although the new manual is...
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G1000 Training – Coming Soon

Posted by flysynergy on Nov 15, 2012 in Synergy News | 0 comments The Garmin G1000 is an all-glass avionics suite that brings new levels of situational awareness, simplicity and safety to the cockpit. Available for G1000 training, a 2010 Cessna 172 is shortly to join our fleet and will make an exciting addition to the options available for licenced pilots wanting to further their experience and skill set. A training course of approximately 6 hrs ground theory and 3 hrs flying will be available that aims to introduce pilots to the G1000 philosophy, eventually leading to the G100o endorsement being added to the logbook. The aircraft is expected to join the fleet towards the end of November 2012 so stay tuned for further information on the course which will be released...
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English Language Proficiency

Posted by flysynergy on Nov 15, 2012 in Licencing | Comments Off on English Language Proficiency The following is applicable to all pilots with a licence issued before 2008. In order to comply with ICAO obligations, all UK pilots holding a FRTOL (Flight Radio Telephony Operators Licence) were automatically given an endorsement by the CAA in 2008 following a global ruling by ICAO requiring all pilots to formally demonstrate their knowledge of English language. This was a ‘Level 4’ endorsement that was only valid for four years unless renewed, and therefore will have expired in March 2012 for the majority of general aviation pilots. Most commercial pilots will have been upgraded by flight test examiners to a Level 6 endorsement which is valid for life. However, for private pilots, unless a flight test has been undertaken in the last four years there is a high probability that the language proficiency has not been renewed. Whilst the exact status of your English language proficiency on the CAA database can be obtained by phoning personnel licensing, the safest way of ensuring your licence is valid and compliant with the requirements is to submit SRG1199 to the CAA which shows a flight examiner has assessed your English language proficiency. For native speakers this will be to ‘Level 6’ which will not expire in the future. All members with a licence issued before 2008 are recommended to request that SRG1199 is completed by an examiner which, on the condition of being assessed as Level 6, will be forwarded to the CAA to update their records and ensure licence validity is maintained. Those with licences issued after 2008 will already have the required proficiency on your CAA record so no further action needs to be taken. Members should email manager@flysynergy.com to arrange for the completion of the form and include in the email their CAA personal reference...
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Heathrow CTR Infringement

Posted by flysynergy on Oct 31, 2012 in Flight Safety | Comments Off on Heathrow CTR Infringement Description On 28/08/2012, G-BGFX was being flown by a student pilot on a return trip from Goodwood (EGHR). During the latter stages of the flight, an infringement of the London CTR occurred and the following is a description of the event from the student who was flying solo at the time. The student has kindly agreed for the event to be shared with the intention that pilots can learn from the two main factors that contributed to the infringement. "As I routed up from Goodwood to Guildford I continued to follow the heading on my Directional Indicator as calculated and entered into my plog. However, the DI (without my current realisation) had started to drift significantly. As a result, I drifted off track and subsequently lost track of my position. As I started to concentrate on locating my position I lost track of time and therefore position along route. When I realised I was significantly off track/lost I tried to provide myself with a position fix using the VOR/DME in the aircraft. In doing so however, I managed to knock the toggle-switch of the radio's audio to the OFF position, and in doing so virtually turning my radio's off without my knowledge. Now being very lost I tried to contact Farnborough Radar to ask for assistance to receive no communications due to the state of the radio's. Then as I tried to focus on fixing the radio issue I flew into the Heathrow CTR without knowing. Once two-way communication was restored with Farnborough Radar, they assisted me in removing myself from controlled airspace by performing timed turns as the DI was deemed U/S at this stage and I could not work out a westerly direction which was required for me to fly. Farnborough Radar then continued to help me all the way back into the Fairoaks circuit." Factor 1: DI / Compass Checks The 'drift' experienced on the direction indicator resulted in the pilot flying an incorrect heading and thus departing from the planned track. The direction indicators (DI) are affected by gyroscopic precession which will cause the instrument to precess over a 10 - 15 minute period. As a result, the direction indicator should always be re-aligned with the compass during the FREDA check, remembering that it should only be re-aligned when in straight and level, unaccelerated flight. It is also good practice to perform a DI /...
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