IMC Radio Question

[soaringhigh650]

mm_flynn,

A great illustration showing how horribly complicated and potentially dangerous this flight is.

There needs to be a common TA.

[IO540]

Not really.

You are thinking of the USA, which has the very simple 18000ft system, no Class A below that, IFR flight plan file-able for any airway route which is at/above the airway MEA (or direct), Class D which can be penetrated with a 2-way radio contact (just need your callsign read back by ATC), etc.

In the UK, there is a lot of Class A (no VFR), and a lot of Class D (no entry without a clearance).

Everything else is Class G which is free for all, and that's how you use it.

Just get the map, draw a route in Class G, and fly it

[mm_flynn]

Originally Posted by soaringhigh650

mm_flynn,

A great illustration showing how horribly complicated and potentially dangerous this flight is. [IMG]
...
There needs to be a common TA.

The example wasn't meant to show 'dangerous', just that the official altimeter setting procedures (which are very UK specific) aren't practical in many cases.

I find it particularly ironic that the Official Rules say that below the TA, IFR does not need to comply with QAs - for instance while negotiating the 6 mile wide and c 1000 ft vertical slot in MIG alley (BIG-OCK), yet out in the hinterlands beyond Bournemouth (above 3000 feet with no controlled airspace to funnel traffic) it is 'Critical' to comply with QAs ??

I do agree a comon TA would be a good idea - ideally at least 1000 feet above the terrain.

[Keef]

I've done this flight, as I suspect many have. No FPL, booked out from EGMC, PPR (joke!) from the other end, and off we go. IMC found part of the way, so I told whoever I was talking to that I was now IFR, and carried on. Maintained 2400 feet till clear of London, then 3400.

"Radar Control Service" here and there.

A total non-issue.

A similar flight in the USA, IFR FPL filed, flew it, also a total non-issue.