Joining Procedure Blackbushe
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Joining Procedure Blackbushe
Will be flying into EGLK next month,could use some local advice for joining from the north so as not to upset the neighbours..Can't see any restriction for OHJ and I noticed that the circuit just clips Odiham MATZ.
All advice welcome.
MM
All advice welcome.
MM
Join Date: Jul 2004
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Circuits are to the south for noise abatement but N. of the M3 in order to keep clear of Farnborough traffic. Circuit height for fixed-wing singles is 800ft by day, fixed-wing twins 1200ft by day, light Helis min 500ft but join mid-point. Night circuit height is 1000ft. Keep clear of noise-sensitive areas Yateley and Hartley Wintney. The survival of the airport depends upon this.
25 Left-hand from the North:
If you don't want to join overhead then track 160M to cross the 07 numbers at circuit height then integrate into the LH circuit. Turn base at the sailing club lake. The 25 FAT is curved to the south to avoid Yateley.
Watch out for aircraft flown by pilots who are unable to understand Rule 12 ie. not giving way to the traffic pattern by joining directly downwind or straight-in 25. If joining from the north-west or west avoid right turns on the dead-side in a left-hand dead-side joining pattern. I have seen many close shaves there. Larger helicopters may sometimes join for a noise-abated tight right-hand low-level circuit to land 25 western end.
07 Right-hand from the north:
Track 140 to fly down the disused R/W 14 for noise abatement, cross the 25 numbers at circuit height then turn right to track 160 crosswind to integrate into the circuit. Turn base before Hartley Wintney. Watch out for aircraft flown by pilots who are unable to understand Rule 12 ie. not giving way to the traffic pattern by joining directly downwind or straight-in 07.
Report downwind when abeam the upwind numbers and Final when established on FAT at or above 500 aal.
Ignore the Odiham MATZ. It only has a mandatory application to military aircraft. The Blackbushe ATZ has a greater status under Rule 45.
Expect an exemplary Flight Information Service on 122.3. The Biggles Bistro restaurant, run by a very nice Polish lady, is recommended. Enjoy your visit!
25 Left-hand from the North:
If you don't want to join overhead then track 160M to cross the 07 numbers at circuit height then integrate into the LH circuit. Turn base at the sailing club lake. The 25 FAT is curved to the south to avoid Yateley.
Watch out for aircraft flown by pilots who are unable to understand Rule 12 ie. not giving way to the traffic pattern by joining directly downwind or straight-in 25. If joining from the north-west or west avoid right turns on the dead-side in a left-hand dead-side joining pattern. I have seen many close shaves there. Larger helicopters may sometimes join for a noise-abated tight right-hand low-level circuit to land 25 western end.
07 Right-hand from the north:
Track 140 to fly down the disused R/W 14 for noise abatement, cross the 25 numbers at circuit height then turn right to track 160 crosswind to integrate into the circuit. Turn base before Hartley Wintney. Watch out for aircraft flown by pilots who are unable to understand Rule 12 ie. not giving way to the traffic pattern by joining directly downwind or straight-in 07.
Report downwind when abeam the upwind numbers and Final when established on FAT at or above 500 aal.
Ignore the Odiham MATZ. It only has a mandatory application to military aircraft. The Blackbushe ATZ has a greater status under Rule 45.
Expect an exemplary Flight Information Service on 122.3. The Biggles Bistro restaurant, run by a very nice Polish lady, is recommended. Enjoy your visit!
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Many thanks
Tdm,
Thanks very much for the informative and speedy reply,will memorise it for my trip (and print it to keep).
When I get there,my friend may like a local 25 min flight,anything interesting to see in the area?
Thanks again
MM
Thanks very much for the informative and speedy reply,will memorise it for my trip (and print it to keep).
When I get there,my friend may like a local 25 min flight,anything interesting to see in the area?
Thanks again
MM
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If you don't want to join overhead then track 160M to cross the 07 numbers at circuit height then integrate into the LH circuit...Track 140 to fly down the disused R/W 14 for noise abatement, cross the 25 numbers at circuit height then turn right to track 160 crosswind to integrate into the circuit.
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Talking of ordnance, just west of the sailing (Hawley) lake is REME at Minley Manor. They have a demolition pit where they play about with explosives so don't be surprised if you hear big bangs downwind, they may not necessarily be from your engine.
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It could well be me answering that 'dog and bone'.....
Don't join midpoint.
Otherwise you will cut in front of bona fide downwind traffic who will least expect a 'Cabair'-style midpoint join.
It has never been standard procedure. Well, not since 1975. It would have to be one hell of a wind for a C152 to make 800 ft aal by the upwind numbers. Level at 400 aal on climb-out or go-around in orderto miss the 800ft crosswind leg traffic over the upwind numbers.
Follow runway 14 for 07 right-hand and you will miss Yateley.
None of this is difficult.
Don't join midpoint.
Otherwise you will cut in front of bona fide downwind traffic who will least expect a 'Cabair'-style midpoint join.
It has never been standard procedure. Well, not since 1975. It would have to be one hell of a wind for a C152 to make 800 ft aal by the upwind numbers. Level at 400 aal on climb-out or go-around in orderto miss the 800ft crosswind leg traffic over the upwind numbers.
Follow runway 14 for 07 right-hand and you will miss Yateley.
None of this is difficult.
its not difficult while positioning for a r/h for 07 to stray over yateley, especially if you are approaching from the NE. if you do, expect a tongue lashing from TDM. i have been on the end of one in the past, and never did it again!
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TDM,
I stand humbly corrected. Just to add that was the way both schools were teaching the crosswind join for the several years that I trained there!
I stand humbly corrected. Just to add that was the way both schools were teaching the crosswind join for the several years that I trained there!
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No. 10:
Probably not me, but possibly a FISO whose job depends on Section 52 Planning Agreement compliance. If one is approaching from the NE that would probably be after leaving the London CTR in which case it would seem preferable to head west until north of the ATZ and make the non-circuit-direction turns outside and join directly from the north.
N0. 11:
Mid-downwind joins were certainly not taught by the previous incumbents of the flying school adjacent to the Bistro when I was instructing for them. As a local ATS CAA examiner I would like to know if joining mid-downwind is being taught by either school. Mid-downwind joins cause cutting-in and bunching. We do observe it frequently and usually results in an innocent party having to go-around.
Probably not me, but possibly a FISO whose job depends on Section 52 Planning Agreement compliance. If one is approaching from the NE that would probably be after leaving the London CTR in which case it would seem preferable to head west until north of the ATZ and make the non-circuit-direction turns outside and join directly from the north.
N0. 11:
Mid-downwind joins were certainly not taught by the previous incumbents of the flying school adjacent to the Bistro when I was instructing for them. As a local ATS CAA examiner I would like to know if joining mid-downwind is being taught by either school. Mid-downwind joins cause cutting-in and bunching. We do observe it frequently and usually results in an innocent party having to go-around.
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Also, be aware if you're following a Cabair aircraft around the circuit, you may need maps of Kent and/or Dorset depending on circuit direction and possibly radio nav equipment to find your way back to the airfield.
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OT - but Minley Manor is Royal Engineers or RE. The Royal Electrical and Mechanical Engineers (REME) are at Arborfield near Reading... Just to keep the en route commentary absolutely accurate 
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Thanks, greenslade, for the correction, quite right. Sorry, slip of the acronym from RE to REME. As long as they don't take ME out when I am next overhead......
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I had a slightly odd experience flying into Blackbushe for the first time the other day, from the north. I called them when I was at Woodley NDB and requested airfield information. On the second attempt, I was told that I was “too far out” – and the FISO either demanded or suggested (couldn’t be sure which as he was speaking so fast) that I contact Farnborough. Now, I haven’t got a chart to hand as I type this, but I doubt Woodley is more than about 6 nm from Blackbushe. If I’d then gone to Farnborough, who are always busy (and this was a sunny day), I’d have been across the Blackbushe ATZ and on the way to the coast by the time I’d been able to pass Farnborough a message and then switch back again.
I found this behavour odd, and unhelpful. There is nothing in the AIP or the flight guides about a need to use Farnborough as quasi-approach control. I’ve never encountered a “don’t call us until …” requirement anywhere; in fact, many airfields publish their wish for an early call.
I found this behavour odd, and unhelpful. There is nothing in the AIP or the flight guides about a need to use Farnborough as quasi-approach control. I’ve never encountered a “don’t call us until …” requirement anywhere; in fact, many airfields publish their wish for an early call.
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Vlad, you are correct. There is absolutely no requirement to contact Farnborough. I can follow this up for you if you would like but I need to know when it was (Sunday p.m.?). PM me if you prefer.
Blackbushe does suffer from users transmitting outside the DOC of 122.3 (10nm and 3000ft) and it is to be discouraged. Naturally if FISOs warn offending users over the RT they are exacerbating the situation if inviting reply. Maybe that had something to do with it. I don't think WOD is an unreasonable distance at which to make the initial call.
Blackbushe does suffer from users transmitting outside the DOC of 122.3 (10nm and 3000ft) and it is to be discouraged. Naturally if FISOs warn offending users over the RT they are exacerbating the situation if inviting reply. Maybe that had something to do with it. I don't think WOD is an unreasonable distance at which to make the initial call.
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Don't join midpoint.
It has never been standard procedure. Well, not since 1975. It would have to be one hell of a wind for a C152 to make 800 ft aal by the upwind numbers. Level at 400 aal on climb-out or go-around in orderto miss the 800ft crosswind leg traffic over the upwind numbers.
It has never been standard procedure. Well, not since 1975. It would have to be one hell of a wind for a C152 to make 800 ft aal by the upwind numbers. Level at 400 aal on climb-out or go-around in orderto miss the 800ft crosswind leg traffic over the upwind numbers.
TheOddOne
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Royal Electrical and Mechanical Engineers (REME)
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Blackbushe does suffer from users transmitting outside the DOC of 122.3 (10nm and 3000ft) and it is to be discouraged