IMCr to Jersey
Join Date: Sep 2003
Location: UK,Twighlight Zone
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FAA require 6 approaches in 6 months to maintain rolling currency. There are specific parameters for these to be acceptable and flying them on your own in VFR is not one of them!
I maintain my FAA currency through approaches in the normal course of work. JAA I of course do an LPC for every year.
I maintain my FAA currency through approaches in the normal course of work. JAA I of course do an LPC for every year.
Join Date: Jan 2003
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I've got to ask , and again I'm sure its been asked before but can't find an answer.
Why is the Jersey control zone Class A? Would Class D not suffice?
It would certianly help out IMCR holders and still keep the commercial IFR traffic apart in the same manner as just about every other large airport in the UK .
Why is the Jersey control zone Class A? Would Class D not suffice?
It would certianly help out IMCR holders and still keep the commercial IFR traffic apart in the same manner as just about every other large airport in the UK .
Join Date: Apr 2004
Location: Jersey
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spikeair - it's historical from when Jersey as a very busy airport and popular holiday destination for the bucket and spade brigade.
Quite a lot of work was done to a few years ago to look at changing and bringing in more class D but that was scuppered due to proposed EASA single sky changes. I understand it's back on the radar and being looked at again, however personally I don't think it's going to come in particularly soon and other changes around 2012 may also affect IMCR use
One of my concerns with getting a class D up to say 3000 or 3500 with Class A above it would be that you would not longer be able to get SVFR into the class A and I really don't like being below 3000 over the sea heading North to the UK - I like to get up high and then go east or west of R41
Quite a lot of work was done to a few years ago to look at changing and bringing in more class D but that was scuppered due to proposed EASA single sky changes. I understand it's back on the radar and being looked at again, however personally I don't think it's going to come in particularly soon and other changes around 2012 may also affect IMCR use
One of my concerns with getting a class D up to say 3000 or 3500 with Class A above it would be that you would not longer be able to get SVFR into the class A and I really don't like being below 3000 over the sea heading North to the UK - I like to get up high and then go east or west of R41
Join Date: Feb 2005
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Ok, this appears to need some clarification.
1. In the CICTR you either have to be SVFR or IFR. If SVFR you need 10K's vis clear of cloud and in sight of the surface or if SVFR and have an IMCr then 3K's vis. clear of cloud and in sight of the surface.
2. The IMCr is accepted within the Channel Islands Zone regardless of the fact it lies mostly in the French FIR.
3. If you are VFR/SVFR vectors for the ILS would not be given unless requested (preferably at an early stage to arrange traffic order). Vectors will be accommodated but if SVFR you will be at the back of the queue unless otherwise convenient for the controller.
4. Controllers are not responsible for ensuring compliance with your own license conditions. However they do have a duty of care and if an approach looks dubiously unstable and/or dangerous, you may well get reported to the appropriate authorities.
5. The reason for the Class A airspace goes way back to after WWII when it was special rules airspace and before the heyday of the 70's and 80's when Jersey rivaled Gatwick as the busier airfield.
1. In the CICTR you either have to be SVFR or IFR. If SVFR you need 10K's vis clear of cloud and in sight of the surface or if SVFR and have an IMCr then 3K's vis. clear of cloud and in sight of the surface.
2. The IMCr is accepted within the Channel Islands Zone regardless of the fact it lies mostly in the French FIR.
3. If you are VFR/SVFR vectors for the ILS would not be given unless requested (preferably at an early stage to arrange traffic order). Vectors will be accommodated but if SVFR you will be at the back of the queue unless otherwise convenient for the controller.
4. Controllers are not responsible for ensuring compliance with your own license conditions. However they do have a duty of care and if an approach looks dubiously unstable and/or dangerous, you may well get reported to the appropriate authorities.
5. The reason for the Class A airspace goes way back to after WWII when it was special rules airspace and before the heyday of the 70's and 80's when Jersey rivaled Gatwick as the busier airfield.
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2. The IMCr is accepted within the Channel Islands Zone regardless of the fact it lies mostly in the French FIR.
Join Date: Jan 2006
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Quote:
2. The IMCr is accepted within the Channel Islands Zone regardless of the fact it lies mostly in the French FIR.
The IMCr is only accepted in so far as removing the requirement for 10k viz under a SVFR clearance within the Class A zone......
2. The IMCr is accepted within the Channel Islands Zone regardless of the fact it lies mostly in the French FIR.
The IMCr is only accepted in so far as removing the requirement for 10k viz under a SVFR clearance within the Class A zone......
Islander, at the risk of pedantry, the reference was to the CI zone which is Class A.
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Jersey Aero Club
imtaylor
Regardless of the technicalities of the IMC, please read the visiting pilots pack (PDF link) on the Jersey Aero Club website:
Jersey Aero Club - Destination Jersey
It explains all you need to know about getting there.
As long as you arrive during a quiet time, I am sure ATC will allow you to do an ILS approach even if you fly in as SVFR. They are very friendly and accommodating people.
If you are there for a couple of days, on your full day, go to the club, telephone clearance/ATC Supervisor and ask to do a round the island flight concluding with a radar vectored ILS, missed approach and ILS or VOR procedure to land (about 45 minutes tops). They will tell you if & when it is possible.
Any further enquiries would be best suited talking to the Aero Club by telephone, found on the club web site, the latest local info will be passed onto you.
Enjoy your flight to Jersey and while you are there sign up for the International Air Rally at the end of May.
Happy landings
FB
Regardless of the technicalities of the IMC, please read the visiting pilots pack (PDF link) on the Jersey Aero Club website:
Jersey Aero Club - Destination Jersey
It explains all you need to know about getting there.
As long as you arrive during a quiet time, I am sure ATC will allow you to do an ILS approach even if you fly in as SVFR. They are very friendly and accommodating people.
If you are there for a couple of days, on your full day, go to the club, telephone clearance/ATC Supervisor and ask to do a round the island flight concluding with a radar vectored ILS, missed approach and ILS or VOR procedure to land (about 45 minutes tops). They will tell you if & when it is possible.
Any further enquiries would be best suited talking to the Aero Club by telephone, found on the club web site, the latest local info will be passed onto you.
Enjoy your flight to Jersey and while you are there sign up for the International Air Rally at the end of May.
Happy landings
FB
Join Date: Feb 2005
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Bose-x
Thanks, should have made that part more clear.
Bookworm
Bose-x is correct as I was deliberately referring to the Channel Island Control Zone and ignoring the Jersey,Guernsey or Alderney class D control zones. It was to merely clear up the issue over the CICTR falling mainly within the French FIR which does not formally recognize the IMCr.
Thanks, should have made that part more clear.
Bookworm
Bose-x is correct as I was deliberately referring to the Channel Island Control Zone and ignoring the Jersey,Guernsey or Alderney class D control zones. It was to merely clear up the issue over the CICTR falling mainly within the French FIR which does not formally recognize the IMCr.
Last edited by OA32; 17th Jan 2010 at 18:00. Reason: grammar
