When VFR is not VFR

Yesterday was supposed to be a fly day. My flight school (Cirrus Training at Lanseria) books 2h slots for an hour lesson and 2h slot for an hour briefing (for those lessons that need a briefing) before.  We were scheduled to do the “straight and level” briefing and then fly the exercise.

A briefing is essentially a one-on-one tutorial covering an aspect of flight which then followed by a flying lesson where the concepts are solidified and demonstrated. I had 9h00 to 13h00 carved out for this. I really look forward to the lessons – so from Thursday I was keeping an eye on the meteosat images (for approaching fronts) and from Friday, watching the METAR and TAF for Lanseria (FALA). For those not in the know – the METAR is a coded report on the current weather and the TAF is essentially a long term (16-24h) outlook on the weather to come.

So keeping an eye on both gives you an idea about the conditions at the airfield. IF they are created at the airfield. (Which I suspect they may not be….) Driving in on Saturday morning the ground frequency reports were indicating ground fog and haze with a visibility of 5000m – with the airfield operating in instrument meteorological conditions (IMC) – despite a METAR which suggested CAVOK (Ceiling and Visual OK). Interestingly weather at home was severe clear but at FALA not so much. I suspect it has a lot to do with the informal settlements in the area – when it’s cold there is a lot of heating by burning wood etc and because the field lies in a bit of a valley the pollution gets trapped under the inversion layer.

No problem I think… give it an hour or so and it’ll burn off / blow away. So we start our brief. The brief is, in a word, hectic. I’m not sure how people without some physics in their education manage. Also, I was very much under the impression that I understood lift and drag. Apparently I didn’t. But thanks to some very intense (my instructor takes the briefings seriously and explains things well – lots of colors(!)) lectures I can now expound on induced and profile drag, Centre of Gravity:centre of pressure couples and my personal fave… Power Required Curves.

Straight and level briefing done, we stick our heads out onto the apron and… get blown back into the office. Yes, it’s clearing. BUT now there is 25kts blowing across the runway. Demonstrated cross wind landing limit in the Cirrus SR20 is 26kts. ( Instructor’s comment was that this should not be regarded as something achievable but was demonstrated by test pilots) Guess we aren’t going flying. We decided to knock out some more briefings – this will decrease the amount of time I’ll need to carve out for future lessons. We did Climbing. Then Descending. Then Turns. FOUR hours of briefing.

Induced Drag

I’d consider the morning adequately seized. Could we have flown? Maybe. Would it have been safe? No. The ONE thing I am absolutely determined to do is to train safe, and then fly safe. I really like the school’s approach to safety. My instructor and I see eye-to-eye on safety. The aircraft has great safety features. Is General Aviation dangerous? Maybe. But when I read the accident reports, it’s usually quite easy to see what went wrong. And a lot of the time it’s flying in marginal weather. So we reschedule the flying. I can fly any day. But only if I’ve made good decisions on marginal days….. Blue skies….

One thought on “When VFR is not VFR

  1. Well put, well done :)) And beautiful, clearly written notes! Remember, you’re in for the long haul — and by making good decisions like today, you’ll get there :)) Dawn


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