UK XC flight plannig - realistic expectations
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UK XC flight plannig - realistic expectations
What are the odds of getting a clearance on a VFR service for a flight from say Perth to the south coast of England on a direct route thru Manc,Bmng etc. airspace direct at a decent altitude around say 5k?
I was doing some flight planning excercises for routes similar to the one above in Skydemon and it appears that if approval for VFR transitions through CAS is a 50/50 proposition It would be better making 2 flight plans for this type of journey, the first based on the direct route and assuming approval for clearances the second based on what I would describe as threading the needle involving up, down ,round, zig zagging to stay under or abeam CAS.
This may sound like elementary flight planning but looking at the incredibly busy airspace in the midlands and south of England it's hard to see how a VFR journey from North of the country to the southern coast (even with staying out of the London TMA)can be done in a expedient and efficient manner.
Any thoughts
I was doing some flight planning excercises for routes similar to the one above in Skydemon and it appears that if approval for VFR transitions through CAS is a 50/50 proposition It would be better making 2 flight plans for this type of journey, the first based on the direct route and assuming approval for clearances the second based on what I would describe as threading the needle involving up, down ,round, zig zagging to stay under or abeam CAS.
This may sound like elementary flight planning but looking at the incredibly busy airspace in the midlands and south of England it's hard to see how a VFR journey from North of the country to the southern coast (even with staying out of the London TMA)can be done in a expedient and efficient manner.
Any thoughts
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At 5000' VFR, very little chance you'd get direct. There will be a lot of aircraft being vectored for approaches at that level.
Below 2000' you may have a shot of going through the zone, overhead the airfield and out the other side, as this usually won't conflict with instrument traffic.
Unfortunately the UK airspace isn't set up for expedient VFR flight, IFR takes priority. Once you're IFR and south of Edinburgh you typically get vectors all over the country and then on to the approach, the airspace really is very busy. VFR either has to fit in around that, or expect delays. You could plan as you go, asking well ahead the chances of a transit, and if it's clear there won't be on then go around.
I've flown full UK a few times, and generally used the west coast as it was easier to get a consistent straight line with no airspace in the way.
Below 2000' you may have a shot of going through the zone, overhead the airfield and out the other side, as this usually won't conflict with instrument traffic.
Unfortunately the UK airspace isn't set up for expedient VFR flight, IFR takes priority. Once you're IFR and south of Edinburgh you typically get vectors all over the country and then on to the approach, the airspace really is very busy. VFR either has to fit in around that, or expect delays. You could plan as you go, asking well ahead the chances of a transit, and if it's clear there won't be on then go around.
I've flown full UK a few times, and generally used the west coast as it was easier to get a consistent straight line with no airspace in the way.
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Birmingham is 50/50, Manchester is 0%.
To be honest, and depending on where on the South Coast you're going, West or East isn't going to add that many extra miles to the overall routeing. On a journey like that I'd aim towards Northampton if your destination is East of Southampton, Bristol if West, and then the most direct route from there.
To be honest, and depending on where on the South Coast you're going, West or East isn't going to add that many extra miles to the overall routeing. On a journey like that I'd aim towards Northampton if your destination is East of Southampton, Bristol if West, and then the most direct route from there.
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I agree with johnm for a west side route. You will have to descend below 2000ft to get below L975 west of Liverpool.
East side is SAB OTR CLN DET. No problem getting clearances through Newcastle and Durham Tees.
The middle doesn't work and weather usually dictates east or west.
D.O.
East side is SAB OTR CLN DET. No problem getting clearances through Newcastle and Durham Tees.
The middle doesn't work and weather usually dictates east or west.
D.O.
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I agree with DO. Although east is easier and better chance of decent weather.
Additionally there's the option of starting off down the east coast via Newcastle / Durham etc then cutting across to the west between Manchester and Birmingham via TNT.
Additionally there's the option of starting off down the east coast via Newcastle / Durham etc then cutting across to the west between Manchester and Birmingham via TNT.
The east side always seems most straightforward to me. You have the advantage of relatively low ground, and lots of diversion airfields in case of bad weather. I just drew a line direct from Perth to Earls Colne Airfield, then direct Mayfield VOR and that seemed quite practical. From there you have an easy run to anywhere on the south coast, and the incraese in time en-route at around 110kt, compared to a direct track to Shoreham, would be 10-12 mins.
MJ
MJ
Last edited by Mach Jump; 27th Apr 2014 at 23:05.
