Flying into Airports in Controlled Airspace
Join Date: May 2001
Location: UK
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XXXXX is going around.
XXXXX what are your intentions?
Well I suppose I had better go around with the aircraft.
Sorry, always makes me smile .. .. ..
.. .. .. and there follows twenty posts of did you hear the one when the pilot said.
Virgin taking up the hold at May FL 45,
Speedbird also taking up the hold at MAY FL 50, over.
Over what.
Over a Virgin.
Sorry, just silly.
XXXXX what are your intentions?
Well I suppose I had better go around with the aircraft.
Sorry, always makes me smile .. .. ..
.. .. .. and there follows twenty posts of did you hear the one when the pilot said.
.... to which the tower replied: over what ???
Speedbird also taking up the hold at MAY FL 50, over.
Over what.
Over a Virgin.
Sorry, just silly.
Join Date: Sep 2005
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and will be seperated from traffic
one thing not mentioned is filing a flight plan. In the UK this is not legally necessary
Join Date: Jun 2003
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a flight plan is required for all flights in class D airspace.
The words "filing a flight plan" or anything similar are never spoken.
Join Date: Apr 2008
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I did something similar after I got my PPL. My airfield was OCAS, did a few zone transits but never a landing in class D. So took an instructor as a safety pilot to Newcastle. Was quite cheap then but that was about 10 years ago so costs might have escalated since.
To be honest its very easy, as previously said the controller will provide you the appropriate information and clearances at the right time. Its a bit like a carpet getting rolled out in front of you. Far less daunting than I had anticipated. In fact the hard bit was navigating on the ground in a large-ish and unfamiliar airport.
One destination which is in class D, has all the facilities and doesnt cost the earth is Prestwick. Might be quite a distance from your base but its a good stopping off point enroute to the rest of the West of Scotland.
To be honest its very easy, as previously said the controller will provide you the appropriate information and clearances at the right time. Its a bit like a carpet getting rolled out in front of you. Far less daunting than I had anticipated. In fact the hard bit was navigating on the ground in a large-ish and unfamiliar airport.
One destination which is in class D, has all the facilities and doesnt cost the earth is Prestwick. Might be quite a distance from your base but its a good stopping off point enroute to the rest of the West of Scotland.
Join Date: May 2007
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I landed at Liverpool (in a heli) tail end of last year. No different to any other airfield particularly, except I rang and spoke to Ravenair beforehand about the handling.
Oh, and ATC asked if I wouldn't mind flying an orbit to allow a landing Ryanair 738 straight in. He was obviously a little faster than my R44, so was happy to oblige. ATC sort of repaid the favour by getting a EasyJet (think A319) to hold short of a taxi way to allow me to cross.
Was nice mixing it with the big boys!
Oh, and ATC asked if I wouldn't mind flying an orbit to allow a landing Ryanair 738 straight in. He was obviously a little faster than my R44, so was happy to oblige. ATC sort of repaid the favour by getting a EasyJet (think A319) to hold short of a taxi way to allow me to cross.
Was nice mixing it with the big boys!
Join Date: Dec 2008
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Know where the VRP's are and if unfamiliar with the terrain then intercept a VOR radial and follow to the VRP. If you have gps then set them as user defined waypoints in advance. Some airports will ask you to report at (for example) Tango then track to Sierra before joining downwind etc so it is useful to have an idea of these procedures beforehand.
Depending on your arrival direction you could always request a straight in but this is not always available if there is lots of fast traffic inbound. If you are asked to do something which you feel is beyond your skill level such as a specific taxiway exit, short circuit etc then simply say you are unable. ATC will not force you and they always have a backup plan anyway. Having said that it is always a good idea to cooperate as much as possible as it makes everyones life a bit easier.
Depending on your arrival direction you could always request a straight in but this is not always available if there is lots of fast traffic inbound. If you are asked to do something which you feel is beyond your skill level such as a specific taxiway exit, short circuit etc then simply say you are unable. ATC will not force you and they always have a backup plan anyway. Having said that it is always a good idea to cooperate as much as possible as it makes everyones life a bit easier.
Join Date: Jun 2003
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IME, one is rarely going to be asked to fly special tight circuits etc. in Europe.
Also, one is no more likely to be asked to report at some VRP than at some Class G place with ATC like Cranfield where they will happily tell you to report at Woburn Abbey even when you are arriving from the North (10 minutes flight time later..............).
But yes knowing where the VRP are is important, but this is the price you pay for having to fly VFR
Being suddenly told to find some mysterious VRP is one of the highest workload items in VFR flight. Don't be afraid to immediately say "cannot find it on the chart - I see VRPs A B C D and E but not Z".
Also, one is no more likely to be asked to report at some VRP than at some Class G place with ATC like Cranfield where they will happily tell you to report at Woburn Abbey even when you are arriving from the North (10 minutes flight time later..............).
But yes knowing where the VRP are is important, but this is the price you pay for having to fly VFR
Being suddenly told to find some mysterious VRP is one of the highest workload items in VFR flight. Don't be afraid to immediately say "cannot find it on the chart - I see VRPs A B C D and E but not Z".
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But yes knowing where the VRP are is important, but this is the price you pay for having to fly VFR Being suddenly told to find some mysterious VRP is one of the highest workload items in VFR flight. Don't be afraid to immediately say "cannot find it on the chart - I see VRPs A B C D and E but not Z".
Remember they are not shown on your chart, so you need to print off the VFR approach chart from the AIP. Not too many of them in the UK AIP, but quite a lot in other countries.
Also look at your GPS. It may very well have the VRP's shown in it, which takes a lot of stress out of such situations.
dp
