Primarily for general aviation discussion, but other aviation topics are also welcome.
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#1892773
Modernisation of UK airspace, delivering quicker, quieter and cleaner journeys, is long overdue. Today the CAA launches a consultation on a refreshed Airspace Modernisation Strategy to:

    extend the strategy to 2040
    focus on integrating all airspace users with simpler airspace design and supporting regulations
    introduce sustainability as an overarching principle across all modernisation activities
    align with the ICAO Global Air Navigation Plan and provide a clear strategic path for rulemaking, now the UK has left the EU and EASA.
Please use the consultation to give us your views before 4 April 2022
#1892780
Perhaps worth reading the vision for a typical GA flight?

Future structure of airspace vision

Sports, recreational and private transport General Aviation often operates from private grass (unlicensed) airfields with a varying number of movements and activity types. These airfields are typically located within class G airspace but may be notified, should the owner request, via the sharing of data to electronic flight bag providers and additionally centrally correlated via AIP (Aeronautical Information Publication) submission, regardless of their licensed status.

The airspace immediately surrounding an airfield engaging in high-intensity General Aviation operations and/or training operations, may be afforded the protection of a Radio Mandatory Zone in lieu of the current Aerodrome Traffic Zone. Additionally, those typically situated within class G airspace and supporting frequent IFR operations including GNSS approaches may additionally be protected by a Transponder Mandatory Zone when the Flight Information Service provision at that airfield, air traffic control or Aerodrome Flight Information Service Officer (AFISO), is supplemented by cooperative surveillance data.

Increasingly, switchable volumes of airspace, such as runway-dependent control areas (CTAs), will be temporarily deactivated when not required (possibly with a Transponder Mandatory Zone/Radio Mandatory Zone mandate associated), allowing transit without the necessity of a clearance. The tactical notification of this kind of airspace release will be achieved via NOTAM, generating a graphical depiction on avionics/electronic flight bag applications as well FIS-B (Flight Information Service – Broadcast).


Pre-flight planning by the pilot will typically be conducted using an ‘electronic flight bag’ application connected to the internet. The application graphically depicts the current relevant aviation chart together with tactically updated airspace and meteorological information, including dynamically switched airspace volumes, temporary navigation warnings etc.

Having planned the intended flight, the pilot can, via the electronic submission of the data, share that flight plan with air traffic service providers and other airspace users. This flight plan data will be transmitted in a common, internationally agreed, format and distributed to any relevant party that wishes to make use of the data. Route field validation of VFR flight plans will be achieved via a prescribed interface typically enabled via the electronic flight bag functionality.

Once airborne, the activation and correlation of the planned intention of flight data will typically be achieved via the association with the flight identification field transmitted from the airframe.

When, via route validation, if the planned route will require the subject aircraft to transit a volume of controlled airspace then that flight plan will be automatically shared with the controlling authority of that airspace. Flight data processing systems used by air navigation service providers will be capable of receiving and pre-notifying the relevant controller or Flight Information Service Officer of the pending flight details together with the planned track.


Once airborne, the General Aviation pilot may choose to take advantage of a revised UK Flight Information Service (FIS) based upon an ICAO-prescribed FIS with or without surveillance data enhancement. This service may be manually requested via radio contact with a nominated air navigation service provider; the service itself will instantly be recognisable as FIS provision like that provided in other states. Increasingly, FIS provision will be automated, with situational awareness within the cockpit being enhanced via directly detected traffic information and conflict prediction, displayed via an electronic flight bag application or avionics display. FIS-B will be available in many areas, in lieu of VOLMET and some DATIS capability, and will include a wide range of meteorological products (including near-real-time precipitation data, METARs, TAFs, SIGMETs) as well as selected ‘pop-up’ NOTAM information such as RA(T)s, TMZ(T)s and the activity status of any switchable airspace volumes.

FIS provision, situational awareness and safety will be additionally enhanced by the tactical switching of electronic Obstruction Beacons on the ground. These electronic beacons will be used to notify the activation of cluster-based activities such as large model sites, paragliding and hang-gliding activity, where electronic conspicuity of individual air systems is not practicable or desirable. The emissions from these beacons can be received via the reception of a broadcast in the cockpit and depicted on existing avionics or electronic flight bag applications.

En route transit requests of controlled airspace will have been pre-notified to the controlling air navigation service providers via the voluntary submission of the flight plan. Those basic flight details and requested routeing will be available to the controller prior to establishing radio contact and may also be associated with the flight identity of the aircraft on a suitable surveillance system. The necessity of passing copious amounts of flight planning information over the radio is reduced and the ability for the controller to plan the integration of the transiting aircraft enhanced.


Upon arrival at the destination at a General Aviation airfield in class G airspace serviced by air traffic control or Aerodrome Flight Information Service Officer (AFISO), the Flight Information Service provided to the pilot is enhanced by the use of cooperative surveillance data and provided to the pilot via relay of surveillance-based traffic information.
FlyingMakethMan liked this
#1892816
Perhaps worth reading the vision for a typical GA flight?


At first glance it all seems very sensible.
WhoWhenWhy? liked this
#1892833
Will have a go. Up to chapter 5. It's turning into a bit of a game to see which acronyms I recognised and which I don't. :lol:

Acronyms are unavoidable it's pretty plain English apart from that which is good. Will probably read though once then collate comments 2nd time round in word.

I think the ways and means will probably get the most comments. :lol:
#1892844
General Aviation operates largely, but not exclusively, in uncontrolled airspace


I think this shows a huge misunderstanding of General Aviation ...
Or are they deliberately trying to pigeonhole anything that is not Commercial Air Transport into operating from grass airstrips?

If this is how GA is viewed by the regulator, then private aviation is going to be pushed out of anywhere with a hard runway, anywhere where you might use an IR(R), anywhere with lighting after sunset.
JodelDavo, kanga, flybymike liked this
#1892925
".. revised UK Flight Information Service (FIS) based upon an ICAO-prescribed FIS ..service itself will instantly be recognisable as FIS provision like that provided in other states.."

but it's well known that UK air is totally different, requiring its own unique jargon .. :wink:
flybymike liked this
#1892934
kanga wrote:".. revised UK Flight Information Service (FIS) based upon an ICAO-prescribed FIS ..service itself will instantly be recognisable as FIS provision like that provided in other states.."

but it's well known that UK air is totally different, requiring its own unique jargon .. :wink:


If you agree that the UK would benefit from the adoption of a simplified service of FIS with and without surveillance, which is similar and recognisable to FIS provision across Europe, then please respond to the consultation and say so.
#1892938
Cub wrote:..

If you agree that the UK would benefit from the adoption of a simplified service of FIS with and without surveillance, which is similar and recognisable to FIS provision across Europe, then please respond to the consultation and say so.


I hung up my headset ~5 years ago after ~50 years in GA in several countries (and languages), so am very much aware that my views would be coloured by unreliable anecdotal memories. But I hope some mere striplings with much more current experience and sounder foresight will respond. :wink:
#1893081
kanga,

Some people I know have had to suspend their flying recently for a while due to various circumstances, yet continue to keep their knowledge current and work for the betterment of GA. Whilst you may not have the most up-to-date knowledge, I'd imagine the experience you've had up to 5 years ago would still be valuable and what you'd hope the next generation of GA could experience and even enjoy.

Part of the issues that have led to the current state of infrastructure today would have been caused by some our flying ancestors who didn't take enough interest in responding to consultations etc. which led to competing interests overruling it.

I would encourage you to make a response if you haven't already done so.
marioair liked this
#1893084
From a very quick read (thankfully we got time to digest it), a few things struck me:

* Much mention of TMZ and the policy to not have class E without TMZ. There is no mention of ADS-b mandatory zone or EC mandatory zone which would be a progress. The use of class E+TMZ is equivalent to saying that VFR pilot cannot be trusted with keeping a look-out and stay VMC.

* Some of the stuff in use case 5 are possible today if only ATC was reading VFR flight plans (if they were ressourced enough/mandated to be ressourced enough)

* Chapter 6. Funding. Usual issue following Treasury directive but kicked in the long grass: "We will address questions on how to finance [in the future]" and "We would expect to consult on this in due course".
Last edited by xtophe on Wed Jan 12, 2022 1:18 am, edited 1 time in total.
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