Full Metal Jackass wrote:I dunno how that is squared with my experience when departing Hawarden heading north west towards the Isle of Man back in 2018. I was asked my intentions and replied that I would remain under the CTA at around 2800 - in order to give myself time in case of engine failure; the controller actually came back and offered me 4000 feet, at which point I queried the decision due to Class A airspace. He indicated that if I could hold a heading and fly direct TIPOD (IIRC), he had no problems with me at that altitude. He also offered me that I could fly higher - up to FL 085 - once an EasyJet flight inbound to Liverpool had crossed me at 5000 feet.
So legally no VFR flight in Class A but it can be offered. Maybe just make a request to London Info to fly between two IFR waypoints at the requested altitude and see how that pans out.....
I think for crossing it's less an issue from controller, small width of airways is nothing, asking to fly the airways is different
I would not get into legality debate of taking SVFR clearance that should not be there under ANO/SERA in the first place but if it's CAVOK and I get one I will drive through rather than going up/down: it's crossing 10nm wide ATS route not flying TMA airspace, CTA name for ATS RNAV5 route is actually an odd name but let's not get into that
I think there was a consession for crossing same ATS routes VFR but at the base due to lowest available FL vs altitude for gliders? having been in gliders it's highly unlikely one will stay at the base altitude for 10nm unless it's a cloud street but hey the only reported altitude is gliders is the one you say
If controller did come back with IFR clearance, I could take it as I have the IR but I will think twice if aircraft is "VFR only", gliders can fly CAVOK with no issues while navigating visually in CAS but some are equipped and allowed to fly clouds in Class G but I doubt they can fly legally IFR in Class A & D, unless they have GPS/VOR/DME