LowhoursUK
but if I am in an area that is covered by London Information and there are several airfields en route - is it better to go non radio and contact each of the airfields in turn or to go with on London Info the whole way?
There seems to be this supposition that London Info is the be all and end all of ATC services - and if your instructor is teaching you to talk to them instead of an airfield close to your route then I have to ask the question - why? Also if you say non-radio it means you won't be talking to anyone
Ask yourself this - who can give you more up to date information about traffic and aeronautial information in a particular area - answer is the airfield. London Info do a great job, don't get me wrong, but it consists of a couple of people sat in front of a map with a radio frequency and a pile of flight strips which they put your details on as you call. They are a valuable service for the reasons I'll state below, but in summer especially they get swamped by thoughhtless useage. A couple of misconceptions that require killing straight away:
1) London information have radar -
wrong
2) London information have my flight plan details -
wrong
3) London information can give me accurate traffic information -
wrong
London information are there for the following reasons (though not by order of priority - the likes of
SWANFIS is able to do that).
a) Supplying data pertinent to the safe operation of flights (weather data, NOTAM data, Danger Area activity).
b) Opening of Flight Plans if departure from a non-ATC field or a field which is not able to open the plan for you (but remember - they don't have it, you have to tell them who you filed it with).
c) Obtaining airways joining clearances if joining airways from the FIR and not in contact with an ATC unit who can obtain that clearance for you.
d) Providing a Flight Information and Alerting Service over an area where no other ATC service is available to do it (Cross Channel, Mid Wales and similar).
If you don't fulfill any of the above criteria then you shouldn't really be calling them - because your call could block someone who really does need to use them.
So - who do you call. Simple really - during your planning draw the line on your map, then fly the route in your head. Compare it with the map of uk LARS providers in the AIP/Pooleys/Bottlang. If your flight lies within the coverage then call the relevant LARS unit.
If they're not open then work on the basis that if you're crossing or passing close to an airfield (within 5nm say) with A/G or AFIS below 2500agl then call them. If it's an ATC unit with or without a notified approach (the airfields with the chevron sticking out of them on your 1:500,000 chart) then within 10nm and below 5000ft is a good idea.
Other than that - if you're that worried about having someone to scream help to if you need it then dial up your nearest frequency (which could be London Info) and just monitor it.
Sometimes it can be just as good to say nothing and just enjoy the view - but experience will tell you when those times are
