Mixing Microlight and class A in the circuit.

Kelvin Denize · Post by **Kelvin Denize** » Fri Apr 04, 2008 2:48 pm

Ok, I am getting the news that microlights can mix with class A ok and the problem is a perceived one.

Tell me how would you structure an argument that I can send off in writting to the airfield to convince him that we can just accept microlights in the current set up.

What types should (if any) we exclude?

What do microlights need to be aware of to fit in with much faster traffic like a YAk 18T or a Baron twin?

Tony Harrison-Smith · Post by **Tony Harrison-Smith** » Fri Apr 04, 2008 3:32 pm

Several airfields that I have visited that are not used to microlights request that Microlight Pilots get PPR so that they know the ATC's concerns and ATC know to expect them. This seems to solve most problems and the airfields often drop this at a later stage when they are happy that they are not having any problems. Do you allow non-radio GA into your airfield? If not you may want to stipulate no non-radio aircraft. Some micros still are non radio.

What do microlight pilots need to know, the same as GA pilots, any noise sensitive areas and any unusual circuit patterns, i.e. long finals. In this case I have been advised before now to keep the speed up until the last minute to help out faster traffic. In one case at Southend, I was advised to not slow down on finals and turn off the runway as soon as possible as I had a Sea Vixen on finals behind me. We both landed without any problems and he did not have to go around.

Basically just give them as much info as possible and they will do their best to cause as little problems as possible, though sometimes go-arounds will happen.

If your operator wants other examples of airfields allowing micros to mix with the big boys, tell him that Southend and Duxford are also airfields that I visit without any problems. Also point out microlights are a LOT quieter than GA

I hope this helps a bit.

Tony

Kelvin Denize · Post by **Kelvin Denize** » Fri Apr 04, 2008 4:41 pm

That does worry me a bit, I have poked my head up a bit to arrange this and I know that if I do pull it off and I have the situation as you described then I will have a lot of told you so's, some will be rather forceful. I will not be able to show my face at the club for a while.

Ah, all this for a type of aircraft that I can't fit in anyway and whose weight and balence chart myself as a single unit exceed.

But, I am going to give it a go. Thanks for all the advice and the few PM's I got for some additional contacts at airfields that accpet both.

By the end of the weekend I hope to have drafted my arguments and the rest is in the hands of the gods. You all should have a pretty good idea of how successful I have been sometime end of May I would guess.

Cheers and thanks,

Kelvin (mishek)

JonKil · Post by **JonKil** » Mon Apr 07, 2008 3:35 pm

(1) Insist that Microlights are PPR by telephone.
(2) Insist that they are radio equipped.
(3) Insist on a minimum speed for 4 mile finals.
(4) Tell them what you expect and insist they adhere to it.

If you have a website, direct them to it and have an arrival/departure chart displayed there.
See how it goes on a trial basis and take it from there.

Jon

David Broom · Post by **David Broom** » Tue Apr 08, 2008 12:10 pm

Kelvin
If the airfield owners concern is disparity in speed then why not mandate PPR for the event and make it plain in the pilot briefing sent out ( by email ?) that only aircraft capable of safely maintaining a specified final approach speed on the four mile final will be permitted to attend. Presumably you will need to insist on PPR to ensure that all pilots are aware of the non-standard circuit procedures and noise sensitive areas in any case. This side-steps the issue of group A / microlight whilst including the large number of microlights which have a speed range making it perfectly safe to share the circuit with 'normal' group A machines.
Just a thought.

Bill McCarthy · Post by **Bill McCarthy** » Tue Apr 08, 2008 1:11 pm

Cirrus272,
What was wrong with the Zenair pilot's airmanship that would have warranted "...blood would have flown". Is there anything in Aviation Law which states that microlight pilots give way on final approach to "superior" GA craft? My approach in my 3-axis is 40kts and commercial aircraft, GA and other microlights COMMUNICATE in order that to maintain safety.

Bill McCarthy · Post by **Bill McCarthy** » Tue Apr 08, 2008 4:11 pm

I would have thought that the said circuit enhanced the student training session. The Zenair perhaps could not remain in the circuit for prolonged periods yielding to others all the time and was committed to land. The instructor must have thought for some reason that he had overriding priority in the circuit. It could be said that it was bad planning on his part.

Kelvin Denize · Post by **Kelvin Denize** » Tue Apr 08, 2008 11:02 pm

I see this thread continued and I am pleased to say that a few of the later statements I have included in my arguments. I hope I have achieved something but we will see the proof in May sometime.

I had a helicopter stop on final once when I was a student, just stop and do nothing. He (or she) started again before I really had to think about what to do but it was rather interesting for me.

I have never had to deal with microlights in the circuit but jets a few times.

Cheers,

Kelvin