Frequently asked questions

A. Broadly, together with what is known as aerial work, it covers all flying other than that carried out by the services or by the commercial air transport industry.


Q. So does that mean a handful of playboys and playgirls, then?

A. Far from it.  More than 70% of all GA activity has an essential role to fulfill in the interests of the community.  This includes police and pollution patrols and fishery protection; medical evacuation flights; flying kidneys and other human organs to people who, without air carriage, might die; business flying to and from points in the UK and on the continent, many of which are not covered by scheduled airline services; civil search and rescue; traffic survey and control to ease road congestion; carriage of newspapers and mail; flying for personal travel - as with a car - and for pleasure purposes; and, of course, pilot training.


Q. Yet surely most of the people learning to fly are doing so for fun?

A. Many people who learn to do so become professional pilots and many start by flying for pleasure, but decide later to become professional pilots.  In 1990 43% of all entrants to the profession qualified by the club and private flying route.  Without these people, who trained largely at their own expense, the airlines and charter operations would be unable to 'crew'  their aircraft for you to have your holiday flights to the sun.


Q. What about the others?

A. Of course many people fly for sporting and recreational purposes.  Some fly competitively, where the UK has established a high place in world ranking in international aerobatics, gliding and other aviation activities.  Others do fly purely for personal pleasure, just as others drive cars, ride motorcycles or go about in motor boats.  Flying is a relaxing pastime and can bring a useful therapeutic benefit to busy people.  Some build their own aircraft - to proven designs and under strict supervision, of course.


Q. Aircraft are noisy; can't this be controlled?

A. Anything mechanical must make a noise, including your lawnmower and the lorries that deliver your goods, but considerable efforts are being made to reduce the levels of noise being emitted by aircraft.  This must take time, but much work has been done already.  Originally microlights, for example deservedly earned a bad reputation for making unacceptable sounds, but now no such machine can be certificated unless it meets stringent noise regulations.  However unjustifiably, though, bad reputations tend to live on!


Q. Why do light aircraft go round and round?

A. Pilots must carry out circuits and landings as one of the most important parts of the training syllabus.  the more they practice, the more competent they become and therefore the safer they are.  Any constraints on circuit training can be damaging for all - the occupants of the aircraft and those who live beneath.  Circuits are essential.


Q. Why though, do they need to use my house as a turning point?

A. They don't.  They are not interested in your house or garden, but fly a circuit of standard shape and size in relation to the aerodrome; so in set wind conditions, the same turning points will tend to be used.  By flying over the same places each time, a pilot is flying accurately and therefore competently.  A competent pilot is a safe pilot, often though, to spread the load fairly among local residents, aerodromes vary the circuit direction from time to time.


Q. Why is there a need for an aerodrome near me?

A. Every centre of population, commerce or industry needs a local aerodrome just as it needs road and rail transport facilities.  The advent of the Single European Act makes this even more important.  For efficient use, the aerodrome should be as near as is practicable to the centre of activity, but clearly an open space is needed.  So a compromise must be reached between an urban or rural location.  The main point though, is that it is needed for the overall benefit of the community and it must be somewhere - and suitable sites are rare.

Q. Aren't there too many- or at least sufficient aerodromes already?

A. No, In the United Kingdom we have only 143 licensed airports and aerodromes compared with 594 notified aerodromes in France, where in many cases these are owned or operated by the local Chambers of Commerce.  What better evidence of their value can there be? Unfortunately, for short-term commercial advantage, many aerodromes in Britain are being closed or are under threat of closure for development purposes - often with disastrous consequences for the local community.


Q. What about private airstrips.  Why are they needed?

A. Small localised private airstrips enable people to fly conveniently without the need for long road journeys. Also, they spread the aircraft activities thinly over a wider area, reducing both air and road congestion.  Most airstrips handle very few movements and they remain as green as they were when they were used as sheep grazing fields, which many of they continue to be!  A good solution to today's needs would be to have many more small airstrips, each housing only a handful of aeroplanes, leaving the larger aerodromes to handle the commercial traffic, flying training and related activities.

Q. Reluctantly, I must accept the need for the airports and larger aerodromes use by the commercial airlines, for most of the travellers are on essential business.  This is beneficial to the economy, but why must I tolerate the small machines?

A. You may be surprised to know that more than 80% of filled seats on airliners are occupied by people on 'fun flights' to and from their holidays in the sun, whereas more than 70% of all flights by the smaller general aviation aircraft are for some form of business, safety or environmental beneficial reason.  Each aviation sector is interdependent, so we need airports, aerodromes and airstrips, which beyond them offer social and economic benefits to the whole community - of which you are a part!

Q. If a planning application is submitted to my local planning authority for an aerodrome or airstrip, what should I do?

A. Write a letter of support, giving your reasons and attend the relevant meeting of the planning committee, making clear that you are a supporter.  Many decisions are based upon loudly voiced views of a tiny minority of objectors.  The silent minority who either have no objection or who actively support the airfield sadly remain just that - silent.  You are not allowed to speak at a meeting of the planning committee but your letters will be taken into account.


Q. If the application is turned down by the local council, is it the end?

A. No. The applicant has the right of appeal, which if exercised usually results in the Secretary of State for the Environment calling a Public Inquiry.  As often as not, the result is to for the councils negative decision to be overturned in favour of the applicant, but millions of pounds of public and private money are spent each year on Inquiries.  Both the time and expense could be avoided with better initial understanding between all parties concerned.

Q. Is the lack of agreement restricted top appellant v. council, or are others involved?

A. Unfortunately, misunderstanding abounds at all levels.  Among recent examples, one aerodrome was rejected by the local borough council but was supported strongly by the county council, yet in another case the local planning authority gave strongly supported approval for a projected aerodrome, which was opposed equally strongly by the county council.  Clearly, many decisions are largely arbitrary and are not based on any knowledge of aviation or of the needs of the neighbourhood.  Although much of this bickering - using public money - reflecting  the pettiness of party politics, also it provides the need for the General Aviation Awareness Council.