Instrument Approach in JAA/EASA Class G Airspace
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Instrument Approach in JAA/EASA Class G Airspace
Hi,
Does anybody know if intsrument approaches to aerodromes located in class G airspace (uncontrolled) is allowed JAA/EASA land??
Thanks in advance,
Does anybody know if intsrument approaches to aerodromes located in class G airspace (uncontrolled) is allowed JAA/EASA land??
Thanks in advance,
Better red than ...
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I'm going to say 'yes' on the basis that I've flown pulished instrument approaches to airports located in class G in JAA/EASA land, but is it a trick question?
(Examples/ Gloucester/ Sheffield/ Doncaster pre Class D/ Coventry/ Humberside/ Cranfield/ Cambridge)
(Examples/ Gloucester/ Sheffield/ Doncaster pre Class D/ Coventry/ Humberside/ Cranfield/ Cambridge)
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I believe that if the approach is published and current, and ATC clears you out of uncontrolled airspace for an approach, then you can execute the approach. If it is for training purposes remember to have overshoot instructions to re-enter controlled airspace after the approach.
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Like Redeye says there are quite a few airports in class G with published instrument approaches, whether it is sensible to do IFR approaches on marginal days when there may be low level VFR traffic around, (really bad wx days seem safer cos then there is no VFR traffic about) not talking to anyone, and the airport you are landing at is procedural only cos it has no radar is another matter..! 
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Vertolot,
There are many examples of IFR approaches outside controlled airspace. However, in the UK anyway, they seem to require full ATC (i.e. TWR or RAD/APP), not just AFIS
Helinut
There are many examples of IFR approaches outside controlled airspace. However, in the UK anyway, they seem to require full ATC (i.e. TWR or RAD/APP), not just AFIS
Helinut
Can one not fly IMC outside controlled airspace without an ATC clearance?
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Bladecrack (should get that looked at BTW ),
What you're desrcibing is a normal day in Oz. Not that bad provided everyone talks to one another and you keep up the SA. Not uncommon to be setting up for an instrument approach with a couple of RPT (reg public transport) turbo props also inbound IMC and a few joe punters stoogeing around VFR in the circuit.
We don't have the luxury of so much controlled airspace/radar coverage over here.
GU
),What you're desrcibing is a normal day in Oz. Not that bad provided everyone talks to one another and you keep up the SA. Not uncommon to be setting up for an instrument approach with a couple of RPT (reg public transport) turbo props also inbound IMC and a few joe punters stoogeing around VFR in the circuit.
We don't have the luxury of so much controlled airspace/radar coverage over here.
GU
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Simple answer is yes as Helinut said. A lot of flying in helicopters is IMC in class G airspace.
For example you can take off from Southend, go IMC to MSA, flog aroung the Heathrow control zone and do an ILS in to Farnborough, all class G but 100ft below class A.
There are quite a few places that have no radar so you are expected to fly the procedure, usually a nearby radar service can look out for you for a large chunk of the approach but not always.
Pretty sure ATC is a minimum requirment in the UK, probably all over JAA/ EASA land but nobody bothered telling some places on the continent which is a good thing as they leave the ILS on when they go for a three hour lunch, at least you can get down.
For example you can take off from Southend, go IMC to MSA, flog aroung the Heathrow control zone and do an ILS in to Farnborough, all class G but 100ft below class A.
There are quite a few places that have no radar so you are expected to fly the procedure, usually a nearby radar service can look out for you for a large chunk of the approach but not always.
Pretty sure ATC is a minimum requirment in the UK, probably all over JAA/ EASA land but nobody bothered telling some places on the continent which is a good thing as they leave the ILS on when they go for a three hour lunch, at least you can get down.
As Class G airspace is "uncontrolled" there is no requirement/ability for an ATC "Clearance". Thus in theory one would be free to fly without talking to anyone beyond that required for VFR flights into/near airfields in Class G airspace.
Canada requires a Flight Plan be filed.
The USA does not....just requires the aircraft and pilot be legal for IFR flight. Procedural reports to other aircraft are required in addition to normal traffic reports.
Canada requires a Flight Plan be filed.
The USA does not....just requires the aircraft and pilot be legal for IFR flight. Procedural reports to other aircraft are required in addition to normal traffic reports.
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Goggle & SAS,
The problem with the UK is that we don't have common traffic frequencies for specific areas to achieve the level of situational awareness you probably have in Oz and the US.. There are basically 2 FIR regions that cover the whole of the UK and can give you traffic info, but only the traffic that they are aware of.
For example, imagine you are inbound IFR to an airport in class G for a procedural ILS and you are not high enough to be in controlled airspace before starting the approach. You call up ATC and get cleared for a procedural ILS from overhead a beacon. However there could be traffic crossing through your level, or your approach path that is IMC but still in class G. That traffic could be talking to:
1. The airport you are inbound to (for local traffic info if you are lucky)
2. The FIR controller, who can give flight/traffic info but has no radar.
3. Another airport ATC unit in the vicinity, who may or may not have radar.
4. No one at that particular time, although it would be good airmanship to be in contact with who ever can provide the best service in that area.
So best case scenario is that another ATC unit passes the traffic info to the ATC unit you are working, and worst case scenario is you rely on the trusty old TAS/TCAS, if you have one, and assuming the other guy has his mode C switched on..
BC
The problem with the UK is that we don't have common traffic frequencies for specific areas to achieve the level of situational awareness you probably have in Oz and the US.. There are basically 2 FIR regions that cover the whole of the UK and can give you traffic info, but only the traffic that they are aware of.
For example, imagine you are inbound IFR to an airport in class G for a procedural ILS and you are not high enough to be in controlled airspace before starting the approach. You call up ATC and get cleared for a procedural ILS from overhead a beacon. However there could be traffic crossing through your level, or your approach path that is IMC but still in class G. That traffic could be talking to:
1. The airport you are inbound to (for local traffic info if you are lucky)
2. The FIR controller, who can give flight/traffic info but has no radar.
3. Another airport ATC unit in the vicinity, who may or may not have radar.
4. No one at that particular time, although it would be good airmanship to be in contact with who ever can provide the best service in that area.
So best case scenario is that another ATC unit passes the traffic info to the ATC unit you are working, and worst case scenario is you rely on the trusty old TAS/TCAS, if you have one, and assuming the other guy has his mode C switched on..
BC
Are we pointing out yet another problem with the CAA school of thought here?
I always found the lack of CTAF frequencies and Flight Service Station units to be a major shortcoming of the UK system.
How many times on a long cross country trip do you hear....."Pass your details...."
I always found the lack of CTAF frequencies and Flight Service Station units to be a major shortcoming of the UK system.
How many times on a long cross country trip do you hear....."Pass your details...."
