CAS transit

[Tyler Durden]

I don't think you are more or less likely to receive a transit whether you are VFR or IFR. It usually is purely based on how busy the CAS is.

Would the same be true of class D other than a control zone/area, eg. the Scottish TMA?

Let's say one was going to fly from Carlisle to Prestwick at FL065. Would it be more beneficial to be VFR or IFR upon reaching the TMA boundary in such a situation, indeed would permission to enter the TMA be forthcoming at that level?


Thanks

[madlandrover]

We'll have to agree to disagree then. With my controller's hat on it's VFR for simplicity every time.

From the pilot side I'd agree that this does seem to make life easier - and I've had it confirmed by East Mids in the past (transiting in a slight hurry in a twin), when advising that I could transit IFR if it would make the ATCO's life easier to open up the whole zone rather than just the VMC bits: "Actually, I'd prefer if you could ask for VFR - it means I can push you around a little bit more". And, oddly enough, he didn't, very nice quick crossing it was too. As indeed I had a few months later, again transitting EMA on the same track, this time rather IFR in light icing, and a very quick service with only a couple of new headings.

The other thing to consider is what sort of service you'll get OCAS if IFR. In my experience so far calling up for an IFR transit tends to rather increase not only the chances of a RIS before entering, but also being asked if I'd like a service when I leave CAS. EMA again a good example, they're very slick at this. Bear in mind that ATC have no requirement to offer a service on leaving CAS, so it's nice when they do.

[Roadrunner Once]

As far as the UK is concerned below FL195, if it's not Class D then it's Class A (EGLL, London TMA, most airways), and no VFR permitted. The other classifications in use require no clearance for VFR, so it's a safe bet s/he means Class D.

[Roffa]

Post #1 said...

(assume class D)

[LEGAL TENDER]

As far as class D is concerned, VFR always wins.
I have never been denied a VFR transit when piloting, and have never denied a VFR transit when controlling. (Granted, this is Scotland, things may be different down south).

IFR is almost certain to cause more workload for ATC and less flexibility. IFR inside CAS can only be given at or above terrain safe levels, and in several areas of Scotland for example, that could be 3000ft and more. VFR can be much easier to fit beneath the IFR levels.

Radar headings... true the word "radar" doesn't feature in any R/T manual but a lot of pilots seem to like to use it as it seems to reinforce the concept this is a heading imposed by ATC rather than the heading you are following under own nav. I would say of all the quirks and slight inaccuracies of everyday R/T, this isn't the worse offender. "Report your radar heading to London / Scottish etc.." Sounds alright to me. And to the receiving unit also a reminder that it is a heading issued by another ATC unit, not, for example, for weather avoidance.

Good discussion points anyway and I hope there isn't much "fear" of ATC, especially with VFR pilots out there. A class D transit should really be a non event in terms of ATC workload. We'd always rather hear one extra question, rather than silence and misunderstanding

[IO540]

I don't get that. TC is Class A, most of which is the LTMA. One cannot get a transit of the LTMA.

The Class D bits in the UK are totally organisationally disconnected from TC, AIUI. The only time there is any connection is when a flight arrives from say FL150, passes (almost inevitably in the UK) through Class A, and going into say Bournemouth in which case TC will hand it over to Bournemouth, with the flight remaining in CAS the whole time.

Flight plans are not copied to any Class D units enroute, either.

[englishal]

Flight plans are not copied to any Class D units enroute, either.

This got me thinking though, with the advent of AFPEx whenever I file a FP I address it to anyone near my route of flight. So if flying to the Channel Islands, Bournemouth and Southampton are on my list of addressees (as I can use EGHH as an alternate). Now if one were flying IFR OCAS in the UK, say Bournemouth to Newcastle, could one address the FP to everyone on route so then they would know you are there, or doesn't it work like that?

[Roadrunner Once]

You can do that, and it would be sent to the unit concerned. However, the chances of the details of your flight actually ending up in front of the relevant approach controller are pretty slim, in my experience anyway.

IO: LTC incorporates the approach functions for the airports under the London TMA, not just the TMA itself.