SAFETYSENSE LEAFLET 27

FLIGHT IN CONTROLLED AIRSPACE

1 INTRODUCTION 8 IN FLIGHT – BEFORE ENTERING

2 CONTROLLED AIRSPACE 9 VFR FLIGHT IN CAS
3 PRE-FLIGHT PREPARATION 10 IFR FLIGHT IN CAS
4 PRE-FLIGHT – CROSSING CAS 11 SPECIAL VFR FLIGHT
5 PRE-FLIGHT – LANDING IN CAS 12 LEAVING CAS & POST-FLIGHT
6 PRE-FLIGHT – TAKING OFF IN CAS 13 FLIGHT ADJACENT TO CAS
7 THE FLIGHT PLAN 14 SUMMARY

1 INTRODUCTION c) This leaflet is intended to give

a) Although much of the United pilots without an instrument rating
Kingdom is covered by Class G guidance on the use of CAS in the UK. It
(uncontrolled) airspace, around many should be read in conjunction with the
aerodromes Controlled Airspace (CAS) Aeronautical Information Publication
has been established to provide an (AIP), which contains specific
adequate level of safety for commercial procedures for each piece of CAS in the
air transport. Fortunately, general UK. Pilots should also consider obtaining
aviation pilots may fly in much of that the assistance of an instructor when
controlled airspace, even in poor entering CAS for the first time.
weather, provided they and their aircraft d) Further guidance for individual
are properly qualified and equipped. control zones and areas may be found
b) Flight in controlled airspace on the ‘Local Flight Guides’, on the CAA
requires accurate flying, understanding, website www.caa.co.uk/vfr.
anticipation and clear thinking. It also
requires confidence in using the radio
and talking to controllers, which only
comes with practice.
January 2013 www.caa.co.uk/safetysense
2 CONTROLLED AIRSPACE since commercial operators may be
a) Class A airspace is prohibited to using the airspace, we recommend that
pilots without a valid instrument rating, pilots inform the appropriate Air Traffic
unless they have been given special Service Unit (ATSU) of their presence
VFR clearance in a control zone (see whenever practicable. Flight under IFR
paragraph 11). in Class F airspace should take
b) Flight under Visual Flight Rules advantage of a Traffic or Deconfliction
(VFR) is permitted in Class B airspace Service as described in SafetySense
(none currently exists in the UK), Leaflet 8, Air Traffic Services Outside
provided the pilot is under air traffic Controlled Airspace.
control. Flight under Instrument Flight 3 PRE-FLIGHT PREPARATION
Rules (IFR) requires a valid instrument a) Before flight in CAS, you need to
rating. know the specific rules applying to flight
c) VFR flight is also allowed in in that particular airspace. Consult the
Class C airspace, but in the UK this is all en-route (ENR) section of the AIP,
currently above Flight Level (FL) 195, available on-line at www.ais.org.uk.
where VFR flight is not normally (i) ENR 1.4 lists the airspace notified
permitted unless specifically authorised. in each particular airspace
Again, IFR flight requires a valid classification, and notifies those with
instrument rating. specific rules.
d) In class D airspace, VFR flight is (ii) If intending to land at an
permitted with the specific permission of aerodrome inside CAS, check the
the air traffic controller. In UK airspace, procedures published for the individual
IFR flight is permitted, under control, to aerodrome, and for the controlling
holders of a PPL with valid UK IMC aerodrome if different, in the
ratings (IMC ratings may not be added to aerodromes (AD) section also.
an NPPL). (iii) Note down all the frequencies you
e) In class E airspace, IFR flight is may need, checking they are
again permitted, under control, to PPL up-to-date on the “VFR charts - charts
holders with valid UK IMC ratings. update” section of the AIS website.
Provided the pilot maintains the VMC Check NOTAMs for frequency
applicable to controlled airspace, pilots changes and other information.
may fly under VFR in Class E airspace b) You may wish to file a flight plan
without informing air traffic control. (see paragraph 7), and you must do so if
However, it is usually appreciated, and flying under IFR.
often advisable, to inform the controlling
agency of your presence. (i) File it at least 60 minutes before
taxiing, or three hours if your flight
f) Class F airspace is not controlled might be subject to ‘flow control’
airspace. It is advisory airspace in which through European controlled airspace.
an air traffic service is provided to
(ii) For VFR flight in class D airspace
participating IFR traffic. In the UK there
is no need for pilots who are following there is no requirement for a written
VFR to obtain permission to enter flight plan, the initial radio call will
Class F airspace, nor indeed to inform suffice. However, if the controller has
anyone that they are doing so. However, plenty of warning of your intentions, it
SSL 27 2 January 2013
 should reduce the amount of time 4 PRE-FLIGHT - CROSSING CAS
spent in radio communication. a) If planning to fly through CAS
c) Whether or not you have filed a (except Class E airspace under VFR),
flight plan, it may be worth writing down you will need to obtain clearance to
as much as possible of the initial calls enter it, and will need to follow ATC
you expect to make. instructions.
d) Even without a serviceable radio, b) When planning your route, find
you may be able to fly under VFR in prominent features on the 1:500,000
certain Class D airspace which has been chart close to the points where your
specifically notified at ENR 1.4 for the route enters and leaves CAS and work
purposes of Rule 31(4)(b) of the Rules of out what times you expect to cross the
the Air regulations 2007. If that is boundaries and what your range and
possible, you must comply fully with that bearing will be from the features. Visual
rule. You must obtain positive clearance Reference Points (VRPs) are ideal, but
from the controlling authority for the aim to pass near them, not over them.
airspace, listed at ENR 2.1. While in The same applies to navigation
controlled airspace, you must maintain beacons. You will need to inform the
separation of at least 1,500 metres controller of your estimated times for
horizontally and 1,000 ft vertically from entering and leaving CAS; if you have
cloud in a flight visibility of 5 km at all planned it all before take-off it makes life
times (8 km if above FL100). much easier in the air.
e) If you plan to fly under IFR in CAS: c) Also select a feature at least ten
(i) ensure your communications and minutes’ flying time (but know exactly
navigation equipment is serviceable; how long) before you enter CAS, so that
(ii) you must carry sufficient approved you can make the initial call to the
equipment to comply with the controller with confident ETAs. Study all
requirements in Schedules 4 and 5 of the VRPs and prominent features
the Air Navigation Order (ANO); around your route, because the
controller may give you a clearance
(iii) VOR and ILS equipment must be which requires you to fly to one of them.
FM immune; and Be prepared to give ETAs to them also.
(iv) remember to check the IFR
d) The initial prominent feature may
NOTAMs as well as the VFR ones.
also be a useful place from which to plan
f) Even when not specifically an alternative route in case
required, carriage of a serviceable circumstances mean the controller
transponder with altitude reporting cannot give you clearance and tells you
facility is strongly advised. Some air so immediately. You must also plan a
traffic control units rely exclusively on route avoiding CAS from the point at
secondary radar, and most jet and which you intend to enter it, in case a
turboprop aircraft carry airborne collision hoped for clearance does not
avoidance systems which can receive materialise, but an early alteration of
secondary radar transmissions and in course invariably uses less time and
some cases provide their crews with fuel.
advisory avoiding action.

SSL 27 3 January 2013

 c) Study the charts you expect to
use.
(i) Calculate decision or minimum
descent heights and altitudes, and
compare with the forecast (and actual
weather reports).
(ii) Select appropriate alternate
aerodromes and carry charts and fuel
for those also.
e) You must expect to have to fly one (iii) If the weather means you might
of these alternative routes, so carry need a Special VFR clearance, study
sufficient fuel for the longer one, and the appropriate procedures.
plan them both carefully with calculated d) If you intend landing at a major
times and headings. aerodrome, there may be ‘flow control’
f) Back up your visual route planning considerations. If in doubt, call London
with reference to radio aids. Especially Flow Management Centre (LFMC) on
note radials and ranges at your intended 01489 612427 and ask, because if flow
entry and exit points. Even if you expect control is in force you may be delayed
to remain in sight of the surface, they are even if a flight plan has been accepted.
useful back-ups, especially if visibility is
reduced. 6 PRE-FLIGHT - TAKING OFF IN CAS
g) If using GPS as a back-up to your a) Check the weather carefully and
primary means of navigation, insert your decide what departure you need: VFR,
entry and exit points as waypoints, IFR or Special VFR.
double check their position, and run the (i) Study the appropriate departure
route before take-off (see SafetySense procedures given in the AIP, and
Leaflet 25 – Use of GPS). ensure you are carrying all the charts
you might need.
5 PRE-FLIGHT - LANDING IN CAS
(ii) Either file a flight plan or telephone
a) Again you will need to plan an ATC in plenty of time to advise them
entry point, and be ready to be directed of your intentions.
to features on the chart.
b) You may need to request ‘start
b) Make sure you have read all the clearance’ by radio. Obtain the latest
applicable procedures in the AIP aerodrome information from the
including those for communication Aerodrome Terminal Information Service
failure, and carry the aerodrome landing (ATIS) either by telephone beforehand
or taxi chart. If you might need to carry or by listening on its discrete frequency,
out an instrument approach, make sure and include the information code in your
you carry all the published procedures. taxi call. Be ready to copy down and
The charts for UK licensed aerodromes read back your ATC clearance at any
can be all downloaded from the AD time after switching on your radio. You
section of the AIP from the AIS website cannot take off without it.
www.ais.org.uk.

SSL 27 4 January 2013

7 THE FLIGHT PLAN e) In Item 15, fill in the route you
a) CAP 694 and ENR 1.10 describe intend to follow within CAS and any
the requirements and guidance for filing other turning points you intend to use
a flight plan. Much of the information under IFR outside CAS.
contained in SafetySense Leaflet 20, (i) After your cruising TAS and
‘VFR Flight Plans’, is relevant even to intended cruising altitude or Flight
IFR flight plans within controlled Level, insert either the ATS route
airspace. However, the flight rules (Item designator (e.g. “P18”) if you intend
8) may be “I” if IFR for the whole flight, and are able to fly along an airway, or
or “Y” or “Z” as appropriate. If you file the first and subsequent points at
under the AFPEx system, selecting ‘I’ which a change of track, speed or
will produce the necessary addresses in cruising level is intended.
the address field. (ii) Insert points at least every 30
b) If your flight plan covers a flight minutes’ flying time, and use either
partly under IFR and partly under VFR, it latitude and longitude or, better,
must be addressed to your departure bearing and distance from ground
and arrival aerodromes and every FIR navigation aids.
through which you will fly. Refer to the (iii) Insert “DCT” between points
AIP ENR 1.10.2.5. unless the designated ATS route runs
c) In Item 10, which lists the between them.
navigation and communication (iv) Although you will have to follow the
equipment carried, the letter “S” before published IFR departure or arrival
the “/” means you carry a radio with all procedures, do not include them here.
the required frequencies, and also ADF,
VOR and ILS as navigation equipment, f) If you are unable to make your
all of which must be serviceable (and EOBT, and expect to be more than 30
approved if flying under IFR or at night). minutes late, you must inform ATC. If
Otherwise, list the individual serviceable your flight is likely to be subject to flow
equipment you do carry, such as “D” for control (see AIC 70/2005, Yellow 174,
DME, “F” for ADF, “L” for ILS, “O” for ‘Aircraft Operator/Pilots Responsibilities
VOR, and “V” for VHF RTF. “N” means with Regard to ATFCM’) make sure you
you carry none. After the slash “/”, insert are familiar with the AIC and the AIP
“A” for SSR mode A, “C” if you have ENR 1.10.
mode C also, and “N” if no SSR is g) An IFR FPL cannot be regarded as
carried. If you carry Mode S then “S” will filed until an “ACK”(nowledgement)
usually apply. message has been received from the
d) In Item 13, insert the designator of IFPS in Brussels. If the ACK message is
your departure aerodrome in the first box, a long one, it means IFPS has changed
then in the second box your Estimated something – check it carefully!
“Off-Blocks” Time (EOBT). This is the time h) Further information about flight
you expect to taxi; at major aerodromes, if plans can be found in CAP 694 ‘UK
you are ready at this time, any delay for Flight Planning Guide’, available for free
air traffic reasons will have the flight plan download from the CAA website
delayed by ATC automatically. www.caa.co.uk/cap694.
SSL 27 5 January 2013
SSL 27 6 January 2013
8 IN FLIGHT - BEFORE ENTERING d) If the clearance is different to your
a) At least ten minutes before intended route or altitude, make sure
entering CAS, prepare yourself to write you can follow it safely. Remember that
down your clearance, then make an a controller does not know for example
initial call to the controlling authority, for how many engines you have, so may
example: offer you a route which takes you over a
congested area at a height from which
“East Midlands Approach, Golf Alpha
you cannot glide clear. In that case, use
Bravo Charlie Delta, request Basic
the phrase “unable comply” and explain
Service and Airspace transit”.
why.
You may be told to “Stand by”, which
means “wait, I will call you”. In that case,
say nothing and stay outside controlled
airspace. However, the controller may
reply immediately with “pass your
message”. Having been asked to “pass
your message”, make your full call, for
example:
“East Midlands Approach, Golf Alpha
Bravo Charlie Delta is a PA twenty
eight,
From Wickenby to Gloucester,
One five miles East of Nottingham e) If you have not been given the
Tollerton, words “cleared to enter controlled
Three thousand feet on one zero one airspace”, do not enter. Either revert to
one, your alternative route outside CAS, or if
you have fuel to hold, do so, but
VMC, remember the wind will drift you so allow
Estimate Tollerton at two zero, for it if you fly one or more orbit.
Request Basic Service and transit f) Advise ATC if you no longer wish
your airspace VFR from Tollerton to to enter CAS.
Swadlincote”. g) If you think the controller has
forgotten you, it is acceptable to call in a
b) Listen to the reply, which may suitable gap “Golf Charlie Delta standing
again be “Stand by” with the same by” as a reminder. However, do not
meaning as before, or may just be an badger the controller, there may be a lot
acknowledgement of your call, in which of activity on another frequency or on
case you must wait for your clearance telephone lines.
before entering controlled airspace.
c) If the reply is your clearance, write
it down as you receive it, maintaining a
good look-out all the while. If you miss
something, ask the controller to “say
again” before attempting to read it back.
SSL 27 7 January 2013
 c) The VFR pilot has the privilege to
travel through Class D airspace, but also
the responsibility to obey ATC
instructions. That means that no matter
what the pilot initially asked to do, he or
she must follow the route allocated by
ATC, following any altitude or Flight
Level instructions given by the controller.
d) Again, be sure you have the same
altimeter setting as everyone else in the
h) You must not only stay outside airspace, and concentrate on maintaining
CAS until you have received and read your allocated altitude (if you are not
back a formal ATC clearance, but you confident you can keep within 200 feet of
must also understand that clearance, a given altitude under normal circumstances,
and follow it. The clearance will include consider some remedial instruction – it is
an altitude or Flight Level at, below or a skill which must be practised).
above which you must fly. e) If you are required to change
j) Ensure you and the controller have altitude or level, do not allow yourself to
the same datum, so if you are flying continue climbing or descending beyond
below the local transition altitude and your cleared level – such ‘level busts’
have not been given the QNH ask for it create a serious hazard to others.
and set it. f) The VFR pilot may have the
k) If circumstances dictate that you privilege of some collision protection,
cannot follow your clearance, you must although that will be limited even if your
inform ATC immediately, and if you transponder is transmitting a designated
forget what you were cleared for, do not code. The controller may use the words
hesitate – ask for confirmation! “radar control” – although technically that
terminology may be accurate, he is not
9 VFR FLIGHT IN CAS
actively controlling you. Apart from
a) Pilots without instrument remaining on whatever track at whatever
qualifications may and do fly under VFR altitude for which you have been
in Class E airspace without informing air cleared, and listening attentively at all
traffic control. They may also fly under times for any changes to these
VFR in class D airspace, provided they instructions, you have the further
obtain clearance from the responsible responsibility to avoid other traffic.
ATSU and continually listen for
g) Although the controller will pass
instructions and information on the
information to you on the general
allocated frequency.
position of other traffic, in Class D
b) VFR flight is also possible in airspace he is not responsible for
airspace classes B (under control) and keeping you away from that other traffic.
C, although in the UK such airspace is at Even in Class C airspace, the controller
high altitudes and VFR cruising in is only responsible for keeping VFR
Class C airspace above FL195 is not traffic away from IFR traffic; a VFR pilot
permitted. is responsible for maintaining separation
from other VFR traffic.
SSL 27 8 January 2013
 h) The previous sub-paragraph 10 IFR FLIGHT IN CAS
implies a further responsibility. You a) The IMC rating or IR(R) allows a
cannot avoid what you cannot see! PPL holder to fly under IFR in controlled
Visual Flight Rules for aeroplane pilots in airspace of Classes D and E when
Class C, D and E airspace include: circumstances require him to do so.
(i) Remain in a flight visibility of 5 km b) IFR clearances will be given in
(8 km above FL100) at all times. relation to radio navigation aids, which is
(ii) You must also remain 1,000 ft one reason why aircraft equipment must
vertically and 1,500 metres be adequate for the purpose.
horizontally away from cloud c) CAA VFR charts show all the radio
unless you are in radio aids in the UK and are usually adequate
communication with the controlling for IFR flight at low altitudes (and you
authority, and are flying at 140 kt may need to refer to them), although a
or less below 3,000 ft altitude, dedicated IFR chart produced by a
clear of cloud and in sight of the commercial publisher may be easier to
surface. use if you are flying out of sight of the
If your cleared track and altitude would ground. Ensure it (and any database in
lead you outside these Visual your navigation system) is current.
Meteorological Conditions (VMC), or d) A typical clearance may be to
would cause you to contravene the low follow a VOR radial to a point designated
flying prohibitions of Rule 5 of the Rules by a DME range, although it is possible
of the Air Regulations 2007, you must for the controller to ask you to fly direct
inform ATC and seek a revised to a point designated by radial and range
clearance. from a co-located VOR/DME station.
i) You may fly under VFR in Class E Ensure you have practised (or obtain
airspace without advising ATC. instruction in) that procedure before
However, you should consider informing attempting to fly under IFR in CAS.
the ATSU nominated on the chart, or the Again, accurate altitude keeping is
controlling ATC unit, of your intentions important. Fortunately, not all IFR flight
and asking for a service. is by sole reference to instruments.
j) For flight in CAS pilots should also e) Although the controller is
refer to the advice given in paragraphs responsible for separating IFR traffic
10(b)-10(d), since visual navigation from each other, in Class D and E
features may be less easily identifiable airspace VFR traffic is expected to
and clearances are likely to be given in remain clear of IFR traffic. That means if
relation to radio aids. you choose to fly IFR when others
consider they are flying in VMC, you are
relying on their look-out. You may
receive traffic information about other
aircraft known to the controller, but it is
best to keep a good look-out yourself, or
at least have one or more well-briefed
passengers do so.

SSL 27 9 January 2013

11 SPECIAL VFR FLIGHT g) In addition to the weather minima
a) If a pilot wishes to fly in a Control for SVFR flight laid down by individual
Zone but is not able to comply with the aerodromes, a pilot’s licence privileges
IFR, and at the same time cannot and restrictions also apply:
comply with the VFR, it may be possible (i) A pilot with an IMC rating or IR(R)
for him to obtain a clearance to fly under may not fly under SVFR unless
‘Special VFR (SVFR)’, even in Class A flight visibility is greater than
airspace. 3,000 m.
b) It is important to realise this is not (ii) An aeroplane pilot without a valid
a VFR clearance; consider it an IFR IMC rating or IR(R) must maintain
clearance in conditions which allow a a flight visibility of 10 km under
pilot to navigate visually. SVFR, unless on a route or in an
c) Controllers will treat SVFR aircraft Aerodrome Traffic Zone (ATZ)
in a similar way to IFR aircraft, but specifically notified in the AIP (at
having lower priority. They are normally ENR 1.4) as allowing flight in a
required to provide separation from other lower (specified) minimum flight
aircraft, which may mean that clearance visibility, with an absolute minimum
is delayed or perhaps even impossible. of 3,000 m.
d) However, there are certain routes (iii) Pilots with instrument ratings have
and areas within Class A airspace which no licence restriction.
are notified in the AIP and in which ATC h) A flight plan should be filed for
has no responsibility to separate SVFR SVFR flight, although in individual zones
traffic from each other. a telephone call to ATC is likely to be
e) In some cases, the altitude sufficient.
specified in an SVFR clearance may i) The flight plan form requires the
suggest you should fly less than 1,000 ft pilot to decide at item 8 whether he is
above a congested area. You can only flying under VFR (V) or IFR (I) or
accept a clearance to fly over a combinations of the two. There is no
congested area if you will be able to letter for ‘Special VFR’. Consider the
alight clear of the congested area in the SVFR portion of your flight as IFR for
event of an engine failure. this purpose, and if you do not have the
f) In the AD section of the AIP, most requisite ratings or equipment for IFR
aerodromes specify their requirements flight in controlled airspace, write in
for SVFR flight, including the specific item 18: ‘RMK/SVFR in controlled
weather minima (usually as reported by airspace’.
the aerodrome met observer).

SSL 27 10 January 2013

12 LEAVING CAS AND POST-FLIGHT 13 FLIGHT ADJACENT TO CAS
a) If you are flying under VFR, the a) We have emphasised the need to
controller may appear to pay no further remain outside CAS if you have not
attention to your flight after you have received a positive clearance. If
received clearance to enter. You must, intending to fly near CAS, pilots must
however, not leave the frequency plan their trip especially carefully and
without informing the controller, nor must pay close attention to their navigation to
you leave the frequency while still inside ensure they do not inadvertently infringe
CAS unless the controller has it (see SafetySense Leaflet 5 ‘VFR
specifically given permission (for Navigation’).
example to inform an aerodrome of your b) Ensure you plan and fly the trip
approach). with reference to the latest charts, and
b) Before finally leaving the have consulted NOTAMs for any
frequency, ensure you are actually changes to CAS since the chart
outside CAS both horizontally and publication date.
vertically, and remember to change the c) When in the vicinity of CAS, inform
transponder code from the one you were the controlling ATC unit of your presence
allocated for flight in the CAS, to 7000 if you can, or select the allocated
unless another code is allocated frequency monitoring SSR code while
c) If a flight plan was filed, cancel it listening on the control frequency. If not,
once it is no longer required. If landing at use the Lower Airspace Radar Service if
an aerodrome with an ATSU inside CAS, it is available. Keep your transponder
the ATSU will cancel the flight plan for ON (code 7000 if no other code has
you; otherwise you can ask another been allocated) with Mode C (ALT)
ATSU (perhaps even the controller of selected if you have it – an infringement
the CAS you have crossed) to do it for by an aircraft visible to the radar
you, or telephone the parent ATSU as controller is much less dangerous than
listed in SafetySense Leaflet 20, an infringement by an aircraft he cannot
GETMET, and AIP ENR 1.10.3 after see! If you are listening on the
landing. controlling frequency, always be ready
d) If you wish to cancel an IFR flight for the controller to contact you.
plan but continue VFR through airspace Deselect the allocated SSR code before
in which a flight plan is not required, you you leave the frequency.
may call an ATSU and do so using the d) If at any time you become unsure
words “Cancel IFR flight plan”. of your position and think you might be
e) VFR flight plans for flight within UK close to CAS, ask for help. If you are
airspace should not be formally talking to an ATC unit with radar, ask for
cancelled: they are assumed to end navigation assistance. If not, select
safely unless a ‘responsible person’ 121.5 MHz and make an urgency call
informs the parent ATSU otherwise – (“PAN PAN”) to the Distress and
see SafetySense Leaflet 20. Diversion Cell of the appropriate Air
Traffic Control Centre.

SSL 27 11 January 2013

14 SUMMARY

• Ensure you can fly and navigate accurately by keeping in practice.

• Study and prepare procedures, frequencies and approach minima before flight.
Carry appropriate charts.

• Check the aircraft and its communication and navigation equipment is adequate
and serviceable.

• Select ground features to relate your position to, and plan an alternative route
avoiding, controlled airspace.

• Consider filing a flight plan. You must do so if IFR.

• Prepare radio calls, and make them in plenty of time. Be ready to copy and read
back clearances.

• Stay outside CAS unless you have positive clearance.

• If in doubt about a clearance – confirm with ATC.

• In CAS, listen out at all times, and follow instructions. If VFR, keep a good
look-out and maintain VMC.

• Cancel any flight plan when it is no longer required.

• If uncertain of your position close to CAS, call for help.

SSL 27 12 January 2013