Flying across an instrument approach VFR?
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I very much appreciate the response. In reality my PLOG has me crossing through the approach to Shoreham at 2,000ft. My instructor didn't call this out and when playing around with SkyDemon (hey, tools and all that) it too turns a blind eye.
When flying that portion of the route, after leaving Goodwood Info, I'm using a basic service supplied by Farnborough Radar (Farnborough LARS East) and with transponder.
When flying that portion of the route, after leaving Goodwood Info, I'm using a basic service supplied by Farnborough Radar (Farnborough LARS East) and with transponder.
Have you thought of changing the planned track to route via the Shoreham overhead and call them for any relevant traffic information? Notwithstanding the holding pattern overhead Shoreham I would suggest this is safer than crossing the instrument approach a few miles out at 2,000 ft and probably easier for ATC to coordinate.
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I hadn't considered it... but my first impression would be the likelihood of traffic, at 2k feet overhead Shoreham (arriving from differing positions) versus the single approach I can view whilst passing. It would likely be easier to simply alter my track left, to route around the approach. This was my original thinking and hence the thread creation. Else I'm just swapping one potential conflict for another, no?
Still a student (and always will be).
Still a student (and always will be).
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Even though you don't have an IR it's worth having a look at the typical profile of an approach. Without radar most aircraft will start by heading for the SHM beacon at a specific altitude assigned to them by ATC - at Shoreham this will not be below 2200 - before flying away from the field and starting to descend. A few miles out they will turn, then fly back towards the runway descending as they approach. This descent is usually at 300 ft per nautical mile. So, for example, they would be at 2000ft at just over six miles out.
If they have an approach GPS (still fairly rare) or in some other circumstances aircraft might position directly onto that final approach but the 300ft/nm descent still applies.
You can see therefore why the advice is to fly over the field - although 2000 will then put you in conflict with aircraft joining VFR...
Best advice therefore is still to speak to Shoreham Approach.
If they have an approach GPS (still fairly rare) or in some other circumstances aircraft might position directly onto that final approach but the 300ft/nm descent still applies.
You can see therefore why the advice is to fly over the field - although 2000 will then put you in conflict with aircraft joining VFR...
Best advice therefore is still to speak to Shoreham Approach.
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"XXX Approach, G-ABCD, I'm planning to fly through your instrument approach to runway YY at [location] at [level], does this give you a problem?" works for me. Usually get thanks for taking the trouble to call, sometimes asked to report reaching a position or changing level.
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"XXX Approach, G-ABCD, I'm planning to fly through your instrument approach to runway YY at [location] at [level], does this give you a problem?" works for me. Usually get thanks for taking the trouble to call, sometimes asked to report reaching a position or changing level.
Flying over the field can route you through the instrument traffic in the hold, of course (depending on where it is - which is not marked on VFR charts).
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I'm using a basic service supplied by Farnborough Radar (Farnborough LARS East) and with transponder.
Flying over the field can route you through the instrument traffic in the hold, of course (depending on where it is - which is not marked on VFR charts).
Transitting over Cranfield one day at 3,000ft and they advised me of traffic in their hold at FL35. I simply climbed a few hundred ft to get out of his way. (I was VFR so remained on QNH rather than 1013)
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Seems to me, Farnborough Radar is the most suitable service to use.
Shoreham only know what is reported. Too much opportunity for non-reporting aircraft and late or inaccurate reports.
Flyme
Shoreham only know what is reported. Too much opportunity for non-reporting aircraft and late or inaccurate reports.
Flyme
Shoreham have an agreement with Farnborough that anything routing south of their VRPs will be transferred to Shoreham or asked to remain clear. (At least they used to when I retired, but that was over 8 years ago so it may have changed.)
I meant, the conflict aircraft was (presumably - you don't give the QNH) above you, and you climbed to avoid him.
If the QNH on the day meant he was close to the same altitude as you then I understand. Hence the question.
If the QNH on the day meant he was close to the same altitude as you then I understand. Hence the question.
Last edited by BossEyed; 7th Aug 2017 at 12:23. Reason: Clarification
I can't remember the actual QNH, but I figured that FL35 was about 100ft below me so I climbed to give at least 500ft vertical. I actually think on looking back I must have been at an altitude of 3,500 not 3,000.
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Seems to me, Farnborough Radar is the most suitable service to use.
Shoreham only know what is reported. Too much opportunity for non-reporting aircraft and late or inaccurate reports.
Shoreham only know what is reported. Too much opportunity for non-reporting aircraft and late or inaccurate reports.
This is not rocket science. Just talk to Shoreham.