This is the main thrust of the letter. Hope the edit is ok -----
The different points you make are very important indeed, and causing a lot
of problems to the controllers on each side of the channel.
first point: IFR traffic can fly in class G airspace in France. They do
not need IFR clearance but must file a flight plan and comply with it (
mainly for SAR purpose ) Radio contact with Flight Information Service is
not mandatory ( though recommended ).
Prior to crossing any controlled area (AWY or TMA ) they must contact an
ATC service to receive a clearance. I think that is similar for France
and UK.
second point: in case of I or Y flight plan we are happy with giving an
IFR clearance within controlled airspace, and FIS in class G airspace. If
London FIR pass an estimate on IFR traffic, we will ask them to advise the
aircraft to join french controlled airspace ( in fact Lille TMA 6 and 7)
at a compatible altitude in regard with other IFR traffic flying in these
TMAs ( this altitude or FL beeing given by the french controller as an
answer to London FIR ) and to call Lille-W 120.27 as early as possible. In
this case the compliance with the semi circular rule is not necessary as
an altitude has been agreed upon before entering controlled airspace. If
the IFR traffic is not entering controlled airspace a correct semi
circular level should be maintained and the FIS will be provided to this
aircraft. Any way, we definitely need a phone call from London FIR for any
IFR traffic bound to LFAT or LFAC and/or traffic transitting in the
associated TMAs ( Lille 6 and 7 ).
A few words about TMA6 (associated with LFAC ) and TMA7 (associated with
LFAT) : both are controlled airspace class E. IFR traffic must receive a
clearance to join these TMAs but VFR traffic can fly through them without
any notice or radio call. They just have to maintain controlled airspace
visual conditions and are responsible for their own separation with VFR
and IFR traffic.
About the AWYs in Lille W sector : the floor is FL65 and the AWY airspace is
class E up to FL 115 included ( above FL115 the airspace is class D and
belongs to Paris ACC ). Any IFR traffic flying below the awy floor is
right to do so if the pilot wishes and will be given FIS by contract with
the flight plan if the pilot decides to remain on FIS frequency. But
before entering controlled airspace he will have to request a clearance on
FIS frequency and the controller will coordinate his flight with the relevant ATC with , if necessary , a change to the control frequency .
About the absolute necessity of coordination of IFR traffic from London
FIR to Lille-W 120.27 :
It happened many times that an IFR aircraft coming from UK ( without any
notice at all ) called Lille-W at 2000'at the very moment it entered the
TMA6 (above LFAC) heading to MK with an other IFR aircraft departing LFAC
or starting the ILS procedure for the approach, leaving pretty short time
for the controller to overcome his surprise and to order an avoiding
action to one or the other aircraft . It is a nearmiss situation that can
be avoided by a beforehand coordination between London FIR or the
departing airport ( EGMD,EGMH, EGMC...) and Lille-W sector. Same nasty
situations have been encountered with IFR and VFR traffic coming from DVR
straight on to LFAT,established on the LLZ at 2000' or 3000', calling Lille when
reaching the limit of TMA7 which is located at mid distance between Lydd
and Le Touquet while an IFR traffic was performing the procedure turn...
third point : the NOTAM about the disruption of FIS in Lille.
The shortage of staff and the pressure of trade unions obliged us to stop providing the FIS for VFR traffic during last summer. VFR traffic from the UK bound to LFAT or LFAC or transitting through their CTRs (ground /1500')should be invited to contact these airports on their TWR frequencies. VFR aircraft flying through Lille TMAs 6 and 7 (class E airspace) and in class G airspace will not receive FIS even in presence of IFR traffic (the crews beeing responsible for their visual separation with any other traffic).
Regarding the remark made by one of my colleagues : he is right to request VFR traffic on his frequency , provided he is working in class D airspace (which is the case of TMAs 1,2,3,5,8 associated with LFQQ airport). In the exemple of TMAs 6 and 7, he is wrong because the airspace is class E and VFR traffic is not compelled to a radio contact with ATC ( according to rules in class E airspace).
New frequency in Lille ATC :
Lille APP is now equipped with a new frequency 134.825 dedicated for Lille Information.120.27 becomes a strictly IFR frequency to work for ATC in the different TMAs in Lille W sector(TMAs 4,5,6 and 7).
This new frequency is officially declared " operational "starting from 27 NOV 2003 ( ref. AIP France 27/11/03). But as soon as it is operational , it will not be used due to shortage of staff and a NOTAM will be issued on time ( french logic, let's leave it at that !)
As a result 120.27 will be the only frequency monitored by Lille W that you will continue to send your IFR traffic on. Nobody will be expected to answer on frequency 134.82 until ,at least , the end of 2004, the time for young controllers to be qualified in sufficient number.
I thank you very much to sympathise with us regarding all the difficulties we are currently encountering. I think the main point on which your help will be much apreciated is the coordination of low altitude IFR traffic to Lille W.
All the other problems are internal to french CAA, Lille ATC and, of course, the trade unions ( nothing simple!).