Aviation in Ireland like most of Europe comes under the JAR (Joint Aviation Regulations) of the JAA. I will give for the sake of the prospective student a rundown of the costs involved in getting a PPL here. There is also a lot of information for pilots on flying in Ireland. Most of it has been taken from Pooley's flight guide to Ireland so bear in mind that it is not authoritative nor necessarily up-to-date. I will endeavour to keep it as accurate as possible. If you wish to point out any inaccuracies please email me.
Naturally SAAC will be talked about here too.
General Requirements
To fly aeroplanes in Ireland you must have a PPL(Private Pilot’s License). You have to learn to fly at a RTF(Registered Training Facility). A list of RTFs are at the end of this section. The JAR(Joint Aviation Regulations) PPL training consists of a minimum of 45 hours flight instruction, 10 of which must be solo and 5 of them cross-country. 5 hours of flight instrument appreciation are also required. Ground School prepares you for your written examinations of which there are 4. These are multiple choice and the pass mark is 75%. They are:
These exams are held at the IAA(Irish Aviation Authority) HQ in Hawkins St. Dublin and they take place five times per year. Last Year(2001) they were held in Jan, March, May, July, September and Novemeber and cost around €30 per exam. If you fail any you can repeat the exams so long as they are all passed within 12 months. In any case, once you have passed you then have 24 months to complete your flying training and sit your JAR-FCL(Flight Crew Licensing) flight test. This is still the same as the old IAA flight test but also includes identifying and using radio navigation aids.
A SPL (Student Pilot’s License) is obtained after a few hours flight instruction and you apply for this through the IAA. As well, you must pass a Class 2 Medical. Under new JAR (Joint Aviation Regulations) this includes cardiovascular examination and a test of Haemoglobin. An AME (Authorised Medical Examiner) must conduct this medical and a list of ones in your area can be found on the IAA website or from your RTF. These medicals have to be passed every:
Like the site I found this information on this is not an official outline and it may be out of date by the time you read this. The official authority is of course the IAA. Check my contact list for details.
Cost
Most websites guides to cost are woefully out of date. There are also different structures for paying for training. Many aero clubs have an initiation fee (anywhere from 127euros to 635euros - the highest I’ve seen anyway) and then an annual fee of 50-300 euros. The upside of this is that there is a small reduction in the cost of hiring the plane. This may be up to €40 or so per hour cheaper than the flying schools. Frequently in the clubs I saw too that ground school is free or at a small cost. Whether this is true is yet to be seen. The QFI’s(Qualified Flight Instructor) are often unpaid and part-time in these clubs and so spaces and times are very limited. A bigger club obviously has a bit more leeway. The flight training centres are not clubs and therefore do not have the initiation and annual fees. They operate in Dublin(National Flight Centre & Weston) and Cork(South Aer). They charge a flat rate of between 300-400euros for their ground school and are all around 130-150 euros per hour lesson. Lessons will be around 40mins(sometimes more) and therefore cost 90 euors. Below is a breakdown of flight costs. Overall you will be looking at 6600euros + but I will be outlining in detail my personal costs and updating it as I go along.
23/6/2002 Introductory Flight €76.00
List of Airfields
With the exception of Dublin, Cork and Shannon all other airports are PPR(prior permission required)
Abbeyshrule – Inny Aero Club(RTF) & Aero Club 2000(RTF)(my club!), GA There are of course other private strips and new strips that will open up and I will keep a list of these especially for those of you who are building kit planes in Ireland as these are usually the cheapest places to keep your experimental if you can get permission.
Private Airfields/ New Airfields
Boleybeg - Near Ballymore Eustace in Co. Wicklow
Entry Requirements
The Republic of Ireland is within a Common Travel Area (CTA) with the United Kingdom, the Isle of Man and the Channel Islands. Persons admitted into this area are permitted to travel freely within it without further immigration facilities. When leaving the Area you must do so from an aerodrome which offers immigration facilities.
For EU citizens, other than those already within the area, to be admitted to the Republic of Ireland, the only requirement is a Valid Passport or National Identity Card.
Non-EU citizens of other European countries require a valid Passport.
Non European citizens may require a Visa in addition to a valid passport – check with your nearest Irish Embassy.
Customs
Under EU regulations, it is no longer necessary to ‘clear’ customs at several of the Republic of Ireland’s aerodromes. Note: This applies only to intra EU flights.
However it is necessary to check with intended aerodromes or arrival/departure that the new regulations are applicable. Prior notice is always a requirement for aerodromes other than Cork, Dublin and Shannon for all flights whether international or internal.
When landing at Cork, Dublin or Shannon en route to another Irish aerodrome, it is no longer possible to claim exemption from landing charges because you are clearing customs – as this is not now a requirement for intra EU flights. The only exception may be if you land at Cork, Dublin or Shannon to fulfil the EU ‘clearance’ requirements en route to a private airstrip or aerodrome which does not fulfil the requirements for the new procedures.
For flights to/from the Republic of Ireland and non-EU countries, it is necessary to give 24hrs prior notice to those aerodromes which still operate the Selective Customs Clearance (SCC) facility. This includes flights to/from the Channel Islands and the Canary Islands.
A flight may clear customs to/from non-EU countries at Cork, Dublin or Shannon whilst en route to/from any Irish aerodrome without incurring any landing/parking charges subject to the following regulations:
Note: All flights arriving/departing the UK from/to Republic of Ireland, Northern Ireland, the Isle of Man and the Channel Islands must comply with the requirements of the Prevention of Terrorism (Temporary Provisions) Act.
The Prevention of Terrorism (Temporary Provisions) Act
Under the terms of the Act, all aircraft, whether privately or commercially operated and whether or not they are carrying passengers, coming to/from Great Britain to/from the Republic of Ireland, Northern Ireland, the Isle of Man or the Channel Islands, must on exit or entry land at an airport designated in the Act. Similar controls apply in respect of all aircraft leaving or entering Northern Ireland when flying to/from Great Britain, the Republic of Ireland, the Isle of Man or the Channel Islands.
The purpose of these requirements is to enable the police to exercise their powers under the Act to carry out security checks on people entering or leaving Great Britain or Northern Ireland. To this end captains of aircraft affected by the Act must obtain clearance from the examining police officer before take-off from and after landing at an airport designated in the Act and must comply with the requirements of the examining officer in respect of any examination of the Captain, or of passengers or crew where carried. Arrangements governing scheduled flights are well established. Designated airports are listed below.
If a pilot or an aircraft operator wishes to make a flight to or from a non-designated airport without an intermediate landing at a designated airport, he must seek prior permission from the Chief Constable in whose area the non-designated airport is located. Permissions should be sought as far as advance as possible of the flight being made.
Requirements for Civil Helicopters – Pilots in command of civil helicopters flying into Northern Ireland are required to notify the Police Service of Northern Ireland Control & Information Centre – Belfast 028-9065 0222 Ext 22430, of the point and time for the Northern Ireland coastline, in addition to the usual security arrangements for the destination. Any amendment to the crossing point/time must be advised to Aldergrove Approach on 120.00 who will advise the PSNI on behalf of the pilot.
DESIGNATED AIRPORTS
Northern Ireland:
BELFAST/Aldergrove BELFAST/City
Isle of Man and Channel Islands:
I.O.M./Ronaldsway Alderney Guernsey Jersey
Great Britain
Although Filton is not a designated airport under the Act, the same facility will be made available if application is made, during office hours, at least 24 hours prior to the flight, Tel:01272-699094 or 36262.
Classification of Airspace within the Shannon FIR
Ireland uses 3 classes of Airspace namely A,C and G.
Class A
Class C
Class G
Flight Plans
A flight plan must be filed for:
Minimum Height Regulations
The following minimum height regulations apply to all aircraft operating within the Shannon FIR:
VFR Flights
VFR flights are allowed on airways in the Shannon FIR and will fly at a level appropriate to their track. VFR flights operating at or above 3000ft above the surface shall use the semi-circular rule.
Visual Holding Patterns
All patterns are 1 minute racetrack based on 120kt TAS. The locations, direction of patterns and outbound magnetic headings are as follows:
Radio-Equipped Aircraft:
BALLINCOLLIG – N51 53.28 W008 35.47, 5NM NW of aerodrome. R/H pattern. Heading 070°M
DUNKETTLE ROUNDABOUT – N51 54.03 W008 24.03 5NM NE of aerodrome. R/H pattern. Heading 170°M
Non-Radio Aircraft
BALLINHASSIG – N51 48.53 W008 32.03 2.5NM SW of aerodrome. R/H pattern. Heading 070°M
Note: Cork radar will, on reuest vector aircraft from the Hold to the final approach leg of the traffic circuit.
BROADMEADOW – N53 28.02 W006 12.43, 044°M/2.72NM from Dublin ARP. .
Radio-equipped aircraft
DROMOLAND CASTLE – N52 47.02 W008 54.03, 5NM N of aerodrome. R/H pattern. Heading 245°M.
Non-radio aircraft
DERNISH ISLAND – N52 40.95 W008 55.57, 1NM SSW of aerodrome. R/H pattern. Heading 060°M.
Note: Shannon Radar will, on request, vector a/c from the Hold to the final approach leg of the traffic circuit.
Cork & Shannon CTRs
If clearance has been received to join the airport traffic pattern, continue the flight in accordance with the clearance, keeping a look-out for the light signals, and carry out the landing.
If such clearance has not been received, land outside the CTR and telephone ATC. COONAGH (9.5NM SE of Shannon) is the nearest aerodrome outside controlled airspace.
Dublin CTR
Outbound from Dublin Airport
Proceed in accordance with the last ATC clearance acknowledged and land at the nearest suitable aerodrome outside the Dublin CTR. Weston (10NM SW of Dublin) is the nearest aerodrome outside controlled airspace.
Inbound to Dublin Airport
If outside Dublin CTR, proceed to the alternate aerodrome outside the Dublin CTR as specified in the flight plan and report arrival to the appropriate ATC unit as soon as possible.
Traffic Circuits
From BROADMEADOW – Rwy 11 & 16 Left Hand; Rwy 29 Right Hand.
Transit Traffic
Proceed in accordance with the ATC clearance last received and acknowledged and, either;
Note: Pilots are reminded that they may only have a partial failure of the RTF equipment, and if the receiver is functioning, the pilot should listen out for instructions from ATC on normal VHF channels. In any event, pilots should ‘Transmit Blind’ to inform ATC of their intentions. Transponder equipped aircraft should set it to Mode A code 7600.
Altimeter Setting Procedures
VFR flights operated in Controlled Airspace should be flown at Flight Levels in accordance with the VFR section of the Table of Semi Circular Cruising Levels, unless otherwise required by the appropriate ATC unit.
VFR flights operated outside Controlled Airspace in level flight above 3000ft (above surface level) should be flown at flight levels in accordance with the VFR section of the table of Semi-Circular Cruising levels.
Transition altitude is 5000ft for the following airports;
General
Civil aircraft may fly in the restricted airspace associated with Casement military aerodromes subject to receiving prior approval from Dublin on 124.65 or Baldonnel(Casement) on 122.00.
There is no emergency VDF triangulation service in Ireland but ATC units will render all possible assistance to aircraft in emergency. Dublin Terminal Area Radar (TAR) may provide navigational assistance up to a range of about 40NM and VDF assistance may be available from Baldonnel on 122.00.
VHF communication with Shannon ACC may be difficult when flying below 8000ft. In the south-eastern part of the Shannon FIR, whereas, communication with London FIS is satisfactory at altitudes as low as 1000ft, throughout the sea crossing and well over the Irish mainland.
CAUTION: Magnetic Variation – Ireland has the highest magnetic variation in Western Europe, ranging from 7° in the East to 9° in the West. Incorrect application of variation will result in serious navigational errors.
Meteorological Information
All aeronautical meteorological forecast services are provided at the Central Aviation Office (CAO) at Shannon airport throughout the 24 hours.
Central Aviation Office, Meteorological Service, Wing 5, Shannon Airport. Tel: 061-471333, Fax: 061-472737, Telex: 72101.
Meteorological Services, including briefing consultation and documentation is available by prior arrangement with relevant meteorological office at Cork, Dublin or Shannon.
Personal briefing by a meteorologist is available at Shannon Airport. In addition, at Dublin Airport, a computer based self-briefing facility is provided next to the AIS unit. A meteorologist at Shannon can also provide personal briefing over the telephone for users at other airports.
For en-route weather briefing Telephone 1570 234 234.
Weatherdial Fax System
The interactive system requires the use of a tone-dialling handset attached to a fax machine, though some machines may support keypad dialling.
General Aviators who do not have access to a fax, should telephone 1570 20 21 22 to obtain OPMET (TAFs, METARs, SIGMETSs etc.) data.
For en-route weather briefing Telephone 1570 234 234.
Dial 1570 131 838 and at the voice prompt, enter the code for the product you reuiqre. You will be asked to confirm (or re-enter) the code and then to press the ‘Start’ key on your fax.
Weatherdial Fax aviation products are normally updated by HH+10, 25, 40 & 55.
Notes:
In Northern Ireland: Belfast Aldergrove 028 9442 3275 TAFs and METARs; special forecasts and AIRMET. Note: Services only available to departures from Northern Ireland.
Friday 28/06/02
Well a lot has happened in the last few days. I have been comparing PPL training in Ireland with overseas both in terms of cost and the training itself. As I said in the last entry ppl courses in Ireland cost the best part of €7,000. It turns out that getting your ppl is far, far cheaper in countries like USA, South Africa, Australia and New Zealand. So, is Ireland just ripping us off? Well, not exactly. The main reasons why it is so much cheaper is:
1. You are paying for your complete training upfront.
Therefore I have ended up looking at South Africa. The school that I have chosen will get you your PPL license for €3,110 about €3,500 cheaper than in Ireland! This price includes 4 weeks B + B accommodation, all license fees, 45 hours training in a C152, ground school, books, equipment and all exams. The only things it doesn’t include is your living expenses, medical and your flight. Of course it is also possible to fit in excursions, safaris etc. if you wish too.
When you complete the course you will be given a SA PPL license. This can be used here in Europe once you have done a checkride with your local flying school/aero club. You can then hire away just like everyone else. The license is valid for 12 months. At the end of this time you then have the option of converting it to a JAA one. To do this you have to resit your medical and pass all your written exams (even though you will have passed exams in South Africa). Alternatively, you can keep your SA license and when you have clocked up 100 hours then you can convert your license once again by sitting a medical but are only required to sit 2 exams instead of all of them. I think these are aviation law and radiotelephony but am not certain. Even if you took an approved JAA course like one I saw in Florida you would still be required to sit a medical and pass the aviation law exam. Also radio protocols are quite different and so too things like airspace so it would be quite prudent to take some hours dual with a pilot back in Ireland even after you have your license. They also recommend on these courses that due to the intensive nature of the training that you either pass all your written exams before you go or at the least have studied for them because you will sit them pretty much as soon as you arrive. The bottom line though is that it is not necessary to convert even if you own the aeroplane you are flying.
Even when you take in the added costs of the medical and the flight and living expenses it still amounts to a considerable saving over learning in Ireland.
A rough estimate on the extra costs over the €3,110 figure then are :
Return flight to Johannnesburg €700 Total: €4650 still saving around €2000 compared to the price in Ireland
This figure might even be lower as the price is for 45 hours and I have already been told that if you pass after 40 hours and therefore don’t require the last 5 hours then it is refunded to you. This course is 4 weeks in Port Elizabeth and based at its main airport so I will be mixing it with the big boys which can only amount to good training.
Another question that I had to decide was when to go? Firstly their records show that they fly on average 330 days a year so the chances of being rained out during the four weeks is very unlikely. However the worst time of the year is May-June which is too soon for me anyway.
Firstly, the Rand fluctuates a lot and at the moment is around 10 Rand to 1 Euro. This may change by next year and will not only affect the cost of the course but also living expenses and perhaps the cost of the flight also. The travel industry might have recovered even more from 9/11 by next year and of course the price of going by plane could have increased. Fuel prices too may have gone up. The costs of building in the early stages (i.e. rudder, tail) are not as financially demanding as they will be for later sections like the engine, fuselage. However cost is not the only reason. When I have finished the course I will want to spend some time gaining flying experience to understand how things work here. Also when I have the plane finished I will feel more confident and therefore safer going up in an experimental plane which is also fairly high-performance. I have chosen December as a tentative date. Watch this space!
Wednesday 28/08/02
Well despite what I have said in the above entry I have decided after all to do my training in Ireland. What! That's mad! Well I'll explain below what my reasons are for doing this.
Firstly, I have managed to find an aero club outside Dublin and like I said before there is the usual initiation fee and annual fee and I cost out my training at about €5600 or about €1000 more than South Africa. This is flying lessons only. I have already bought most of the Trevor Thom Flying manuals anyway and the 1:500,000 chart and am about to buy the CRP-1. The manuals would have been required for South African exams as I will need to sit these when I arrived in South Africa. I know it is dearer but conversely is still €1,000 cheaper than near Dublin. Not having a car (which is a surprise to many people especially those who know I am learning to fly and building a plane!) there is transportation required but even when this is taken into account it is still far cheaper than near Dublin.
Secondly the stress I would have been under to pass all exams on arrival and then my flight test in four weeks would I now realise be too much pressure for me although many others have done it and I'm sure they managed. For those of you that are interested there is a book available in Waterstones which is written by someone who has gone to America and done it there. However economically this is no cheaper than in Ireland by the time the flight and living expenses is included and you are paying for only 21 days there so I ruled it out for myself anyhow.
Thirdly, there are I now know from having read the manuals differences to things like navigation and meteorology that are 'flipped' when in the southern hemisphere. The rule UNOS(Undershoot on North, Overshoot on South) for turning errors in the magnetic compass is one example, magnetic variation is another. Weather which is snow, hail, etc. and not wind is quite different than our conditions here. I think it would be best when you are learning to fly on the kind of learning curve you are on in the beginning to not have to be concerning yourself with hassles like 'flipping' rules and flying in atypical conditions compared to home.
Lastly, and I think most significant for me and other kitbuilders is the fact that learning to fly at home means it can be spread out to suit your own pace and what you have time for. Naturally it is true that you are spending large chunks at a time when you build (even in components) and only forking out relatively small amounts at a time taking lessons is preferable really. Call me cynical but there is also the notion that spending money on the aviation scene here can only be good and positive in the long run for the industry in Ireland.
I will endeavour to start in two weeks time. I will keep a flying log in basic form on the internet so prospective students can see what you actually learn specifically in those 45 hours.
Monday 2/09/02
I had a great weekend attending my first fly-in at SAAC's field in Wexford. I had some trouble finding the field and as I have already said before I have no car (Yes I am trying to fly before I can walk or drive rather) I ended up lost in the middle of nowhere. A call to the field manager and I got very gratefully picked up 5kms from the field. Thank you for the lift Mike!
Arriving at the field on Saturday late afternoon then here is what I saw when I arrived. The runway is 600m long is north/south oriented and the field itself is 700m by about 100m. That's 70,000 square feet! More like wopping great pasture than field! It was donated to SAAC by a farmer/pilot who recently passed away. The treasurer there described him as a 'man of vision'. The field has a basic 'clubhouse' (mobile caravan really) with A/G radio and a tower-shaped lookout on the roof of the caravan. Parked outside I couldn't believe the number and type of a/c that were there. More on that later. Down the field there was a marquee set up for the barbeque later that night. There was even one members front fuselage section ready for inspection by one of the inspectors who was there.
After storing my bags and food I was introduced to what was to be my future inspector. It turns out he lives about 10mins drive from where I am building the plane which is handy. I found out too how in Ireland's moist air that it is virtually compulsory to put some kind of corrosion protection on the plane so that will cost a bit. Inspection will cost a bit too so I will try and please him as much as I can and keep the number of visits down. He is a lovely, funny guy though and I know he is the man for the all-metal construction I am doing and is already inspecting other Zenair aircraft. Paint it seems is not as costly as I had first thought. I was originally budgeting around €3000 plus for it but now I think I can get it down well under €2000. Aircraft insurance is not too bad either so I am pleased with the extra costs over and above the airframe. Subaru engine too seems to be the business too in many respects. Quiet, powerful, economical to buy and run and proven as an automotive conversion I can see it is only going to be developments in diesels that will change my mind at the moment. The Stratus Subaru has seemingly a tendency to form cracks in the right manifold if not careful. I don't know all the details yet but if you are thinking of building a Zenair plane and are thinking about engines for it then check out the Zenair list which is a kind of forum for all zenair builders. You can find it on my links page. Even then I will need to see reliability in this type.
There was a barbeque that evening and as the turf was taking a little while to get up to heat some diesel was added to it. This made things too hot and a few people had some interesting flambayed steaks to begin with! Nothing had been spared though in the operation and we feasted well. After dinner drink of as many varieties as aircraft was put out and I felt stupid for not having brought any. At one point in the night the generator ran out of petrol and for a brief period a ghost story or two was heard in my vicnity. The night carried on after a top-up and eventually everyone got off to bed leaving a handful of us to sleep it out in the marquee which kept the heat quite well and I had a good night's sleep. Breakfast the next morning was equally good; heads were not so good but the weather was great.
Aircraft arrived at a steady rate of knots (very punny, I know). We already had from the previous day a Tiger Moth (replica), two Piper Cubs, a Kitfox(flown from a field near Glasgow), 4 gyroplanes (one testing its rotor), 2 or 3 weight-shift microlights, a Jodel, Lambada and the Rans that the farmer had flown until recently. A/G radio was kept busy and with my recently-purchased radio reciever I listened in to the R/T to begin to acquaint myself with its terminology.
A Zodiac CH200 (precursor of the 601) arrived, the Lambada which had not stayed overnight returned, a couple of Cessnas, a formation of three Sambas (Czech reg.) did a low pass, two Robinson R22s, a Minstrel, another helicopter I can't remember the name of, an aerobatic biplane(not a Pitts), a Chevron, Rallye and a Luton. Quite a collection, 27 aircraft in all. I gave a hand cleaning up and although I could of got the bus back to Dublin I was offered very kindly a lift back to Dublin. Again, thanks for the lift, Bobby.
Friday 11th October 2002 – Cost: €95.00
I went for my medical today. I wanted it out of the way early just in case there was any problems which I would need to sort out. The Class 2 medical involves everything most medicals involve but also includes:
I have had few operations(1 in fact!) or hospitalisations but when I was two and a half years old I was diagnosed with Myoclonic Epilepsy. I have not had any repercussions since then. Under the JAR-FCL regulations 3.210 and 3.330 (2):
“A diagnosis of epilepsy is disqualifying, [unless there is unequivocal evidence of a syndrome of benign childhood epilepsy associated with very low risk of recurrence, and the applicant has been free of recurrence and off treatment for more than 10 years.] One or more convulsive episodes after the age of 5 is disqualifying. However, [an acute symptomatic seizure which is considered by a consultant neurologist acceptable to the AMS to have a very low risk or recurrence may be accepted by the HMS.”
Therefore I am confident I will be passed as it happened well over 25 years ago and I have had no recurrence since. I may be asked to have an EEG to be safe though.
The medical is required in order to get an SPL which allows you to go solo. At my age(25) I will not require another medical until I am 30. I am going to have my blood test and x-ray in two days and when I have my medical I will post it on the site.
Pilot’s Log Book €10.78
Trevor Thom Manuals €210.00 but sometimes cheaper as part of a starter pack
1:500,000 Aeronautical Map of Ireland(laminated) €20.00
CRP-1W Flight Computer €58.00
Kneeboard
Pilot's Operating Handbook(FRA 150L) €10.00
Flight Bag €60.00
Flight Log Pad A5 €3.00
Square Protractor & Scale Rule or Nav Plotter
Chart Markers €6.70
Electronic Timer €27.00
Private Pilot’s Confuser
Photochromatic Sunglasses €176.00 (not necessarily photochr but these are the best as they adjust to differing light levels, tinted when looking in the sun and clear for looking down at the instruments)
Ground School €450.00
Examinations €112.00
Flight Test
Baldonnel - (Military)
Bantry
Belfast Aldergrove – (NI)Belfast Flying Club, WEAC Training
Belfast City(Sydenham) -(NI)
Belmullet
Bellarena -(NI)Ulster Gliding Club
Birr - Ormand Flying Club
Clonbullogue – Irish Parachute Club
Connemara - All used by Aer Arann – also own
Connaught – see Knock
Coonagh – Limerick Flying Club(RTF)
Cork – South Aer Flight Centre(RTF soon to be FTO), GA
Donegal
Dublin – Airport Flying Club(RTF), Leinster Flying Club(RTF), Dublin Flying Club, First Flight Aviation(Helicopters)(RTF), Celtic Helicopters
Dungannon -
Eglinton -(NI)Eglinton Flying Club
Enniskillen/St Angelo –ex WWII field, St Angelo Flying Club
Galway – Galway Aero Club(RTF), Helicopter Training(RTF)
Gormanstown – (Military) closed
Gowran Grange - Dublin Gliding Club
Hacketstown – National Parachute Centre(Naas Falcons), GA
Kerry(Farranfore) - Kerry Aero Club(RTF)
Kilkenny – busy regional airport, Kilkenny Aero Club, ‘Kinair’
Kilrush – Irish Parachute Centre, Kildare Flying Club, GA
Knock – the highest in Ireland, Connaught Aero Club(RTF)
Langford Lodge - Ulster Aviation Society
Letterkenny - Letterkenny Flying Club
Movenis - (NI)Wild Geese Parachute Club
Moyne
Mullaghmore -(NI)Microflight Ireland
Newcastle - the lowest in Ireland (1mASL), Irish Aero Club
Newtownards - (NI)Ulster Flying Club
Punchestown – parachuting
Rathcoole - Rathcoole Flying Club
Shannon - GA, Westair(Helicopters)(RTF)
Sligo – Sligo Aero Club(RTF)
Waterford - Waterford Aero Club(RTF)
Weston – GA, National Flight Centre(FTO)(sometimes called Aerial Advertising), Eirecopter(RTF), Westair(Helicopters)(RTF) European Helicopter Academy(FTO)
Microlight Field near New Ross (those with microlights should know this one of course)
Minnistown - Near Laytown/Gormanstown, Co. Meath 400m GPS: 5341.475 N 616.246 W Orientation 28/10 Tel: 00 353 86 8125 252
Monasterevan - Tiger Moth based here
SAAC field - near Wexford (see entry Monday 2/09/02 on this page for more details
Slieve Croob - N54 19.7829 W005 56.7031 the most difficult strip in the whole island of Ireland perhaps? In the Mournes in Co. Down
Aberdeen Biggin Hill Birmingham Blackpool Bournemouth Bristol Cambridge Cardiff Carlisle Coventry East Midlands
Edinburgh Exeter Glasgow Gloucestershire Humberside Leeds Bradford Liverpool LONDON/City LONDON/Gatwick LONDON/Heathrow LONDON/Luton
LONDON/Stansted Lydd Manchester Manston Newcastle Norwich Plymouth Prestwick Southampton Southend Teesside
Shannon UTA;
Shannon Oceanic Transition Area(SOTA) at and above FL55 to FL660;
Shannon CTA above FL200;
Dublin CTA above FL200;
Airways within Shannon FIR above FL200.
Shannon CTA at and below FL200;
Dublin CTA at and below FL200;
All airways within the Shannon FIR at and below FL200;
Connaught CTR, Cork CTR, Dublin CTR, Shannon CTR;
CTRs of Donegal, Galway, Kerry, Sligo and Waterford.
All other airspace in the Shannon Fir not included in Class A and C.
Radio Failure Procedures – Lights Aircraft operating on the VFR clearances
GARRISTOWN – N53 34.03 W006 22.97
GLASNEVIN – N53 23.15 W006 15.57, 192°M/2.73NM from Dublin ARP. Minimum altitude 1700ft.
KILLEEN CASTLE – N53 32.00 W006 35.00. Minimum altitude 1500ft.
NAUL – N53 35.15 W006 17.35
Report arrival to the appropriate ATC unit as soon as possible.
Within Dublin CTR, proceed in accordance with the ATC clearance last received and acknowledged, and, thereafter, as appropriate, to BROADMEADOW Holding pattern, or GLASNEVIN Holding pattern, and hold at an altitude of 1000ft QNH at BROADMEADOW or 1700ft QNH at GLASNEVIN.
The Holding point chosen should ensure that the aircraft does not pass through the final approach or take-off path of the main runway in use. On receipt of a steady green light from the Tower, or on observing the Aerodrome Rotating Beacon switched on, join the circuit (see Traffic Circuits) and land on the lighted runway. The runway approach lights will indicate the landing direction.
From GLASNEVIN – Rwy 28, 29 & 34 Left hand; Rwy 10 & 11 Right Hand.
Follow the Standard VFR Transit route as depicted on the Dublin VAD chart to exit the Dublin CTR/CTA, or;
Proceed in accordance with procedures for Inbound or;
Remaining clear of Dublin aerodrome, join an appropriate standard VFR Transit Route as depicted on the Dublin VAD and exit the Dublin CTA/CTR.
Connaught, Cork, Donegal, Dublin, Galway, Kerry, Shannon, Sligo and Waterford.
METARs for Ireland, Southern England and Wales
METARs for Ireland, Northern England and Scotland
METARs for Ireland and a UK selection
METARs for Ireland, South Wales, Southwest England & Channel Islands0414
METARs for Northern France
METARs and TAFs for Ireland
Short TAFs for Ireland, Southern England and Wales
Short TAFs for Ireland Northern England and Scotland
Short TAFs for Ireland and a UK selection
Short TAFs for Ireland,South Wales, Southwest England & Channel Islands0444
Short TAFs for Northern France
Long TAFs for Ireland, UK, France, Germany, Belgium and Holland
LAFs for Ireland
SIGMETs for Ireland, UK, Belgium, Holland, France and Norway
* 7 hour forecast chart of low-level significant weather for Ireland, UK and Northern Continent
* Forecasts of upper-level winds for Ireland
* Issued daily at 0500, 1100, 1700 and 2300 UTC
METAR explanation pages (3)
TAF / LAF explanation pages (3)
Significant Weather Chart explanation pages (3)
Map of SIGMET areas
Non-Aviation Product List
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2. The cost of fuel is cheaper (cf. €1.21 per litre here with 50c in America)
3. The number of hours is sometimes less (40 hrs instead of 45 in South Africa)
Return bus to Port Elizabeth € 40
Medical in South Africa €150
Medical in Ireland €150
Living Expenses (4 weeks) €500this
ECG(Electrocardiogram) which measures the electrical output of the heart.
Blood Test(Haemoglobin)
Chest X-Ray