IFR departures - SID, Omnidirectional, ATC clearance
Originally Posted by [email protected]
It may be a perfectly routine occurrence offshore but only those airfields not in CAS onshore will have an unprotected instrument approach. It is an issue, especially when the airfield doesn't have radar.
The MAP for Gloucester takes you to the edge of the ATZ but then climbs you and turns you back to the NDB hold at 2800' - ie outside the ATZ in class G (normal hold is at 4000') . You are possibly IMC with no radar service where anyone can just fly through.
The MAP for Gloucester takes you to the edge of the ATZ but then climbs you and turns you back to the NDB hold at 2800' - ie outside the ATZ in class G (normal hold is at 4000') . You are possibly IMC with no radar service where anyone can just fly through.
Anyway I would agree that having a serviceable radar would be a good thing. I don’t agree that having more controlled airspace would be a good or necessary thing.
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Aucky - is your reason for starting this thread because of an academic issue, in that you are concerned/interested that there is a technical gap in the regs here, or a practical issue, in that you are concerned about the collision risks of departing in IMC from particularly airfields in Class G airspace?
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Aucky - is your reason for starting this thread because of an academic issue, in that you are concerned/interested that there is a technical gap in the regs here, or a practical issue, in that you are concerned about the collision risks of departing in IMC from particularly airfields in Class G airspace?
To be clear - I have no interest in trying to restrict people from doing what they already do, I think we should be able to depart IFR from an airfield without a SID, but it would be nice if IFR aerodrome operators were incentivised to at least publish an omnidirectional departure which we could very simply hang our hat on, without having to come up with convoluted OM part A or C procedures.
The issue of collision risks when flying IMC in class G, with other aircraft at least, is not a real concern for me. I’ve spent significantly more time IFR in class G than any other airspace and I’ve found VFR in class G to be significantly more dangerous from a MAC perspective. Most aircraft flying in IMC have some form of transponder and talk on the radio. That said, I quite like the use of class E on the continent for IFR traffic.
Last edited by Aucky; 18th Nov 2021 at 21:08.
I’ve found VFR in class G to be significantly more dangerous from a MAC perspective
Hi Archive
Three good reasons for asking questions on here (even as a form 4 holder) 1 - the CAA don't always give the correct answer or give valid reasons for the answer, 2- the regulations and explanatory material are often out of date and/or confusing and 3, there is considerable knowledge out there on PPRuNe and so long as you can sort the wheat from the chaff, the comments can be useful and enlightening for all.
Cheers
TeeS
Three good reasons for asking questions on here (even as a form 4 holder) 1 - the CAA don't always give the correct answer or give valid reasons for the answer, 2- the regulations and explanatory material are often out of date and/or confusing and 3, there is considerable knowledge out there on PPRuNe and so long as you can sort the wheat from the chaff, the comments can be useful and enlightening for all.
Cheers
TeeS
Originally Posted by [email protected]
exactly my point - when you mix IFR traffic in variable IMC/VMC with VFR traffic trying to stay VMC in class G, you have a recipe for disaster.
Not!
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As a Form 4 holder you are expected to be competent, knowledgeable and responsible about what you are overseeing. You will also have direct access to the CAA OPS inspector of your organisation to ask for advice when you need it - it’s free, impartial and the best advice you will get. Perhaps you would be better advised doing that rather than asking questions on an online forum?
I have read of a number of ops manuals, and most contain a line in OM A 8.1.2 to the effect of “Unless specific instrument approach/departure procedures exist, flights are to be carried out under Visual Flight Rules…”. I also know that many depart IFR from airfields without instrument departures every day without the AIP or OM C giving any published IFR departures. I’m not going to keep pressing this one, I shall take it offline now. Thanks to those who have input with useful suggestions.