Initial Call transiting Class D
Thread Starter
Joined: Jul 2001
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From: A Gaelic Country
Initial Call transiting Class D
Good evening.
I've just returned back to FI(A) work after a 9 year break.
Looking at CAP413, what in practical terms would a busy ATCO really prefer from a light aircraft wishing to transit their Class D airspace VFR? (Other than 180, please!)
C/S
Squawking
Request Zone Transit
...then Position/Time & FL/Alt/Hgt, ETA boundary, Departure & Destination, Service desired.
Would that be enough?
Thank you for your time.
I've just returned back to FI(A) work after a 9 year break.
Looking at CAP413, what in practical terms would a busy ATCO really prefer from a light aircraft wishing to transit their Class D airspace VFR? (Other than 180, please!)
C/S
Squawking
Request Zone Transit
...then Position/Time & FL/Alt/Hgt, ETA boundary, Departure & Destination, Service desired.
Would that be enough?
Thank you for your time.
Joined: Nov 2011
Posts: 87
Likes: 6
From: N/A
At one of the units I provide radar for, there is no requirement to allocate a discreet squawk to transit aircraft under certain circumstances. So if I have a basic service outside which requires a zone transit I may allocate that aircraft my conspicuity squawk (depending on the traffic situation and circumstances of the transit).
However, if that same aircraft is wanting a traffic service outside and a zone transit, I will issue a discreet squawk.
So again, requesting a zone transit and informing me what service you require outside is my preference, especially when busy. It most certainly is not superfluous.
Joined: Jun 2014
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From: Planet Earth
“Bigtown Radar, GABCD, request traffic service and (VFR/IFR) zone transit” would be music to my ears. Then I could manage the RT load by asking your full details, requested route, issuing a squawk, clearance, and any further info needed, at an appropriate time to fit in around other transmissions.
My only other request would be please, please don’t broadcast your life story on first contact!
My only other request would be please, please don’t broadcast your life story on first contact!
Joined: Feb 2006
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From: Rapunzel's tower
A variety of responses, from various controllers who aim to maintain safety in a number of control zones.
If you’re going to be transiting a particular control zone a lot I’d recommend either visiting the tower or picking up the phone to them for a chat. For instance, it’s good to know IFR traffic patterns and usual altitudes for each runway in use, practical altitudes for your transits, and to see (if you have the opportunity) what it looks like from the controller’s perspective.
It’s good for controllers too, to get a better understanding of what your requirements are.
FWIW on a first call a direction of transit is useful to me e.g. request a north-south transit via XXX. Any others find this useful?
If you’re going to be transiting a particular control zone a lot I’d recommend either visiting the tower or picking up the phone to them for a chat. For instance, it’s good to know IFR traffic patterns and usual altitudes for each runway in use, practical altitudes for your transits, and to see (if you have the opportunity) what it looks like from the controller’s perspective.
It’s good for controllers too, to get a better understanding of what your requirements are.
FWIW on a first call a direction of transit is useful to me e.g. request a north-south transit via XXX. Any others find this useful?
Joined: Nov 2005
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From: Wildest Surrey
Joined: Sep 2000
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From: South of England
However, I would agree that the idea that an aircraft will automatically get a radar control service is misplaced.
2 s
Joined: Sep 2000
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From: South of England
Not always and not all 'Zone' controllers are prepared to provide ATSOCAs as well as their primary task.
2 s
Joined: Feb 2004
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From: A galaxy far far away
Well, back in my day it could have be a procedural clearance. You know......'cleared to transit from X to Y, not above 3000ft, VFR'.
Maybe these days fewer controllers are able to do this for some reason, or maybe there is too much traffic in some places for this to be a practical proposition, or maybe there is a tendency to over-control. Some of this is tongue-in-cheek, but not all of it.
Maybe these days fewer controllers are able to do this for some reason, or maybe there is too much traffic in some places for this to be a practical proposition, or maybe there is a tendency to over-control. Some of this is tongue-in-cheek, but not all of it.
That's a vfr clearance, the aircraft would still be under a radar control service (or an approach control service if in CAS from a non radar unit)
Joined: Feb 2004
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From: A galaxy far far away
I think you make my point - it does not have to be radar control, and it's not related to the flight rules. It might possibly be an aerodrome control service also, although I'm not sure if the current rules would permit it. Or even a flight information service - and I mean the ICAO sort, not the UK's bastardised system that I think is still in the books, if the appropriate coordination and delegation is done.
Your saying it's not guaranteed to be RCS on entering CAS? If so I agree it's whatever Control service the ATCO can provide be it Approach or Radar.
Further to chevrons statement above, what controllers don't provide services to traffic joining their zone? How do they handle the traffic before it enters controlled airspace?
Joined: Apr 2018
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From: Hampshire
Only thing I’d add to all the above is please keep it brief and think about what you’re saying before you say it! Around London especially, it’s not unusual to have several jets on headings that will shortly take them outside.
Oh, and if we say ‘Identified’, we know where you are. Don’t worry about telling us again!
Oh, and if we say ‘Identified’, we know where you are. Don’t worry about telling us again!
