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Read before flight: UK ATC survival kit

Flying Safety, March, 2002 by Christian H. Dollwet

Not too long ago I was talking with a pilot who made the statement that "British military air traffic controllers are the best in the world." The comment caught my attention, as it isn't often that a pilot speaks so highly of our air traffic control brethren. However, as I met and talked to more USAF pilots who had operated in the United Kingdom (UK), they too repeated the same positive comments regarding UK military air traffic controllers. When I asked, "Why are they the best controllers in the world?" the universal response was: "They give you whatever you ask for." These statements not only reflect a professional admiration of the abilities of UK controllers, they also highlight an air traffic system that allows pilots nearly total, unimpeded freedom of movement.

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After many of these discussions with pilots about the UK air traffic system, I was given a unique opportunity to take part in a detailed review of UK air traffic and airspace procedures along with senior USAF and RAF air traffic control officers. Following several days of research and discussions, it became apparent that the UK air traffic system is designed with limited air traffic services control requirements for maximum flexibility. This is in stark contrast to the US, where the air traffic system is more rigid and exercises considerably more air traffic services control.

The flexibility designed into the UK air traffic system explains why the majority of airspace in the UK is Class G, or "uncontrolled." Radar Advisory Service (RAS) and Radar Information Service (RIS) are provided to enhance safety when operating in the uncontrolled airspace. It is critical, however, for the pilot to remember one all-important fact: The pilot has primary responsibility for separation and terrain clearance. Thus, the UK controller is often able to give you "what you want" because you, the pilot, have the burden of responsibility for maintaining the appropriate clearance and safety margins. RAF pilots brought up under this system understand their responsibilities and the responsibilities of the controller under a given air traffic service being provided. However, USAF pilots brought up under the US air traffic system may not fully understand their responsibilities when operating in UK Class G airspace under a radar service.

Following my in-depth review of UK procedures, I talked to a few more USAF pilots familiar with operating in the UK. This time I asked them who was responsible for separation and terrain clearance under RAS or RIS. The majority of pilots responded with "the controller is responsible." A big NOT! Hopefully the below information on UK air traffic services and airspace will clarify things and help you fly even more safely in the UK. This information comes from the UK JSP 318A, Military Air Traffic Services, Edition 2, Change 5, and is also contained in the UK Military Aeronautical Information Publications (AIP). Both of these pubs should be available at RAF and USAF base operations facilities in the UK.

Airspace Regions

UK airspace is divided into two Flight Information Regions (FIRs). Above each of these FIRs is an Upper Information Region (UIR). These regions are collectively termed the London and Scottish FIRs/UIRs. NOTE: Within the UK, the transition altitude is 3000 feet, except in or beneath the airspace listed in the FLIP planning guide. Airspace below the Scottish Terminal Control Area (TMA) and Aberdeen Control Zone/Control Area (CTR/CTA) use a transition altitude of 6000 feet.

Airspace Classifications

The UK has adopted seven airspace ICAO classifications--Classes A through G. The following paragraphs describe those airspace classes. Controlled Airspace (CAS) is a generic term that describes airspace where pilots are required to comply with ATC and other UK Rules of the Air Regulations. CAS comprises ICAO Airspace Classifications A to E. Classes F and G designate "uncontrolled" airspace.

Controlled UK Airspace--Classes A through E:

* Class A: Comprises all airways, except where they pass through a Terminal Control Area (TMA) or a Control Zone (CTR) associated with a major airport.

* Class B: FL 245 and above.

* Class C: Not yet allocated in the UK.

* Class D: Comprises TMAs and CTRs associated with identified civil airfields and some larger military airfields, along with part of the Scottish TMA.

* Class E: Comprises the Scottish TMA at and below 6000 feet MSL and the Belfast TMA.

Uncontrolled UK Airspace--Classes F and G:

* Class F: Consists of Advisory Routes (ADRs), along which a civil air traffic advisory service is available to participating aircraft. ADRs in the FIR may pass through, originate from, or terminate in, CAS.

* Class G: The remainder, and majority, of UK airspace falls within Class G.

Flight Rules

Flights by military pilots are to be conducted under IFR, VFR or SVFR as appropriate. Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC) refer to the weather conditions encountered during flight. These terms are used to denote actual weather conditions, as distinct from the flight rules under which the flight is being conducted. VMC exists when the weather permits flight in accordance with VFR; IMC exist when weather conditions are below the minima for VFR Flight.

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Read before flight: UK ATC survival kit

Flying Safety, March, 2002 by Christian H. Dollwet

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