Heathrow CTR
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Heathrow CTR
Will be re-classified as class D airspace wef 18 Sep 2014. Mode S transponders will be mandatory for traffic requesting transit.
Part of the zone close to Heathrow airport will require PPR for transit.
Part of the zone close to Heathrow airport will require PPR for transit.
Can only hope they adopt the same changes around Amsterdam......
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Can only hope they adopt the same changes around Amsterdam......
Can only hope they adopt the same changes around Amsterdam......
edit: looking at the Dutch AIP, I find it incredible that the Dutch actually recommend that, due to inadvertent infringements, VFR pilots flying under the TMA 1 should fly at 1200 or 1300 feet, thus restricting the available airspace further still...
Last edited by Steve6443; 30th May 2014 at 22:27.
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Isn't it because of European rules?
Special VFR under Europe is defined as a VFR flight, and you cannot have VFR flight in Class A Airspace. Therefore the airspace must be re-classified to one that allows VFR flight. Class D selected as being the one most suitable for the existing Special VFR procedures to continue with minimal change.
Special VFR under Europe is defined as a VFR flight, and you cannot have VFR flight in Class A Airspace. Therefore the airspace must be re-classified to one that allows VFR flight. Class D selected as being the one most suitable for the existing Special VFR procedures to continue with minimal change.
Avoid imitations
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Why not Class B, like in the States?
FWIW: I heard a rumour that Brussels CTR will became class D very soon, whereas it always was class C. Reason is rumoured to be that ATC are unable to cope with the obligation to separate VFR traffic (lots of low-flying helicopters around) from IFR (mostly airliners).
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Was this already in place in the past week or so?
I do transits through the Heathrow CTR pretty frequently, maybe one a week. I did two transits last Sunday, one direct Fairoaks to WOD NDB and the other Beaconsfield-BUR NDB-Ascot-Fairoaks. Historically, it's always been SVFR in my experience.
The direct Fairoaks to WOD I received a transit clearance and NOT an SVFR clearance which confused me. I was corrected as I read back "Cleared SVFR direct WOD NDB not above 1,500'" but I was specifically corrected to a transit, not SVFR, by the ATCO.
On the other occasion, I received cleared transit Beaconsfield-BUR not above 1,500 then SVFR not above 1,000 after BUR, to maintain separation from the IFR traffic on LHR approaches/departures, and I assume that using SVFR not above 1,000' avoids the 1,000' rule.
I do transits through the Heathrow CTR pretty frequently, maybe one a week. I did two transits last Sunday, one direct Fairoaks to WOD NDB and the other Beaconsfield-BUR NDB-Ascot-Fairoaks. Historically, it's always been SVFR in my experience.
The direct Fairoaks to WOD I received a transit clearance and NOT an SVFR clearance which confused me. I was corrected as I read back "Cleared SVFR direct WOD NDB not above 1,500'" but I was specifically corrected to a transit, not SVFR, by the ATCO.
On the other occasion, I received cleared transit Beaconsfield-BUR not above 1,500 then SVFR not above 1,000 after BUR, to maintain separation from the IFR traffic on LHR approaches/departures, and I assume that using SVFR not above 1,000' avoids the 1,000' rule.
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It does but the 500 foot rule still does apply.
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Similarly, the London Heliport Local Flying Area maximum altitude is now raised to 1300 feet QNH.
That one was always a gotcha at 1000 feet, although pilots were exempt from the 1,000 foot rule inside, it wasn't possible to achieve that altitude without busting the rule just outside, in the descent..
That one was always a gotcha at 1000 feet, although pilots were exempt from the 1,000 foot rule inside, it wasn't possible to achieve that altitude without busting the rule just outside, in the descent..
