MATZ UK
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MATZ UK
What is the current thought on Military zones. Do commercial or private aircraft HAVE to speak to them when in transit or not?. Not that I am saying you should not (lots of fast pointy things in there). Any one have the latest>
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All MATZ have an ATZ embedded either 2nm or 2.5nm radius; as a MATZ is 3nm or 5nm radius, you don't HAVE to call to transit, but you MUST call to penetrate the ATZ, hence it's a good idea to call anyway.
A MATZ only exists when the aerodrome it surrounds is operational ie when ATC are in attendance, so at weekends when there is no reply from ATC, the MATZ is not active but there may be flying in progress by gliders or light aircraft including Tutors; this is especially true at Benson and Boscombe Down where they operate 'tower only' ie no radar; they don't listen out on the radar frequency so although you don't get a reply, the airfield may well be active; best to call on the tower frequency at these times (if you know what it is!) if you're transitting close to the ATZ or across final approach.
A MATZ only exists when the aerodrome it surrounds is operational ie when ATC are in attendance, so at weekends when there is no reply from ATC, the MATZ is not active but there may be flying in progress by gliders or light aircraft including Tutors; this is especially true at Benson and Boscombe Down where they operate 'tower only' ie no radar; they don't listen out on the radar frequency so although you don't get a reply, the airfield may well be active; best to call on the tower frequency at these times (if you know what it is!) if you're transitting close to the ATZ or across final approach.
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A MATZ is active when the aerodrome is open. If ATC is operating 'Tower only' at the weekend then the MATZ is still active as it exists for the protection of aicraft at critical stages of flight ie on approach, in the circuit and on climbout. It is 'owned' by the Tower Controller even if the Approach Room is manned.
However, as Chevvron says, if there is no ATC present the aerodrome may still be in use by, say, a Volunteer Glider School, then the MATZ will not be active but the ATZ still exists.
It is advisable for civil pilots (mandatory for Military) to call on the published App or Twr freq to be on the safe side, after having planned properly and checked the BINA or equivalent FLIP. You could even phone them before getting airborne. If the VGS or flying club is flying, then they may have an Air-Gnd freq published.
However, as Chevvron says, if there is no ATC present the aerodrome may still be in use by, say, a Volunteer Glider School, then the MATZ will not be active but the ATZ still exists.
It is advisable for civil pilots (mandatory for Military) to call on the published App or Twr freq to be on the safe side, after having planned properly and checked the BINA or equivalent FLIP. You could even phone them before getting airborne. If the VGS or flying club is flying, then they may have an Air-Gnd freq published.
Last edited by orgASMic; 30th Jul 2009 at 15:59. Reason: Speeling
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Reading on the Aeronautical chart I see it says that the MATZ is up to 3,000ft if I fly directly over head the field at this altitude is it legal? Not an idea im proposing just wondering if legallly I could, what are the differences between the blue area and the red area? Put nicely please as I havent flown in this country before!
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You can fly through a MATZ with or without speaking to, or getting a clearance from, ATC; so there is nothing illegal about crossing at 3000' or 2500'. There would be no harm in giving ATC a call though, would there?
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Outside of the ATZ there is nothing illegal regarding not calling. However, if one was operating inside a MATZ without talking to the "owners" & something went wrong, at the very least airmanship would likely be called into question. At the worst, that hoary old chestnut "duty of care"?
I personally don't see the problem with calling - it doesn't cost anything!
ap
I personally don't see the problem with calling - it doesn't cost anything!
ap
orgASMic
"having planned properly and checked the BINA or equivalent FLIP"
Surely we're talking about civie pilots who probably won't have access to such publications? Isn't it about time that the mil (now that NATS have the contract to check their procedures) bit the bullet and amalgamated their AIS into the civie one, NOTAM, TAP/IAP/AIP etc? It would make it far simpler and safer for all concerned.
"having planned properly and checked the BINA or equivalent FLIP"
Surely we're talking about civie pilots who probably won't have access to such publications? Isn't it about time that the mil (now that NATS have the contract to check their procedures) bit the bullet and amalgamated their AIS into the civie one, NOTAM, TAP/IAP/AIP etc? It would make it far simpler and safer for all concerned.
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Which is why I said 'equivalent FLIP'. 
The data exist in several forms and, if all else fails, the pilot could just get on the phone and Ops/ATC will fax the details to him.
The BINA and its ilk are not classified and can be purchased from No 1 AIDU at RAF Northolt. It is all published on the internet at www.aidu.mod.uk.
The data exist in several forms and, if all else fails, the pilot could just get on the phone and Ops/ATC will fax the details to him.
The BINA and its ilk are not classified and can be purchased from No 1 AIDU at RAF Northolt. It is all published on the internet at www.aidu.mod.uk.
Last edited by orgASMic; 31st Jul 2009 at 09:00. Reason: elucidation
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peterprobe, in addition to the AIC reference that HD provided earlier, the full procedures for the civvie pilot are set out in the UKAIP at ENR 2.2 (pp 2-2-3-1 to 2-2-3-3).
There have also been numerous threads on the subject in this forum - I suggest you search on "MATZ". Try here and here for a start ...
JD
There have also been numerous threads on the subject in this forum - I suggest you search on "MATZ". Try here and here for a start ...
JD
