ATC services outside controlled airspace
Author:Dave Tidwell
EGNM (Leeds Bradford) RAM
Chief Training Officer, White Rose International Virtual Airline
INTRODUCTION
The Civil Aviation Authority recently released a new guide to ATC services outside controlled airspace. This document summarises the basic services provided in open FIR "Class F and G" airspace.
The services available are
- A Flight Information Service - FIS
- A Radar Information Service - RIS
- A Radar Advisory Service - RAS
- A Procedural Service
- An Alerting (i.e. Emergency Service)
If a pilot in class F or G airspace requires FIS, RIS or RAS then they MUST ask for it. Many little airfields are only manned by FISOs (Flight Information Service Officers) or air to ground radio operators and they will only be able to provide pilots with an information service for their local area.
All ATSU (Air traffic service units) will automatically provide procedural and emergency services. It is not necessary to request these.
DESCRIPTION OF SERVICES PROVIDED
Flight Information Service
This is a NON radar service to provide pilots with information to assist in safe and efficient conduct of flight. The information available should include weather, serviceability of radio nav and approach aids, conditions of the airfield, other aircraft movements which have been REPORTED or who are in contact with FIS region, and any other information pertinent to flight safety.
Procedural Service
Again, this is a NON radar service that provides separation between participating traffic based on position reports provided by pilots. This is very common at your local farm strip field or private club field that has an air to ground radio and some sort of raised platform resembling a tower. The
controller on his/her air to ground radio will have no BRITE facility or radar services, and is wholly
reliant on accurate reporting by pilots to build a situational picture of what is happening at the field.
Pilots should not request a "procedural service" at small fields. If it is manned, which can only be confirmed by calling the frequency at least 3 times, then this is the service you receive! If you hear no response after 3 calls to the FISO, then you should join the pattern at 1000 feet AGL, do a circuit checking the condition of the runway, the direction of the wind and for aircraft movements. Do a second low pass at 400-500 AGL and if all is clear land on next turn to final. This procedural arrival alerts the ground that you intend to land.
Emergency Service
When a controller becomes aware that you may need "search and rescue" assistance then he/she will provide an "alerting service". This cannot be requested by the pilot as it will happen by default in the event of an emergency! The only way to make sure that the FISO understands you need help is to use PAN PAN PAN or Mayday calls, whichever is appropriate and "wake them up a bit"
Radar Information Service
This is a service which aims to provide pilots with information on conflicting traffic, but NO avoiding action will be offered. The pilot is wholly responsible for maintaining separation from other aircraft. This service is tailor made to allow pilots to fly in VMC (Visual Meteorological Conditions) whilst the controller provides you with an extra "pair of eyes".
This is commonly used during "general handling", being the term to describe any type of VFR flying conducted within a local region but outside the circuit or outside of the controlled airspace around an airfield. A good example is Leeds Bradford, where the Air Traffic Zone is Class D but only extends some 8 to 9 miles around the centre of the airfield. Aircraft flying over the Yorkshire Moors, Harrogate or trying to squeeze their way between the Military air traffic zones to the North East will commonly receive RIS for the transit.
Radar Advisory Service
This service is ONLY available to IFR irrespective of the actual weather conditions. A good tip here! If you are flying VFR, and the weather closes in, then if suitably rated, you may upgrade your flight from VMC to IMC (instrument meteorological conditions) and still land at the desired destination. Your service will be promoted from RIS to RAS. The big difference being that the controller will now offer traffic information AND advisory avoiding action necessary to maintain aircraft separation!
Think about it, if you are flying through a cloud bank, with visibility at 50feet, how the hell can you be expected to use your own eyes to ensure safe separation from other aircraft!
RAS is the favourite service used by any pilot flying under IMC because their eyes now spend 90% of their time firmly embedded in the instrument scan and very little time outside! Under VFR, doing your real world training, if you spend more than 10% of your time with your eyes in the cockpit you'll get a slapped wrist! If you are not qualified to fly under IMC or are qualified but out of practice then you should refuse any RAS advisory heading or altitude changes which will put you into IMC conditions. Basically, if there's cloud, fly around or under it with constant sight of the ground and request RIS. Under RAS, if you are given a heading to fly for separation or safety reasons and you decide not to do it, then you MUST tell the FISO so that he/she can offer alternative options. You must ALSO inform the FISO of any change in your heading or level under RAS services.
ASKING FOR A SERVICE
Okay, with that in mind, how should pilots ask for the services?
On initial call to the service unit the pilot should state:
- Callsign and Type of Aircraft
- Estimated Position
- Heading
- Level or level band for traffic carrying out general handling
- Intention (next reporting point/turning point, destination or general
- handling area)
- Type of Flight Rules (IFR/VFR)
- Type of Service Requested
If the controller is busy, then the first call should state only the call sign and type of service requested. The rest of the information is then given when ATC asks for it.
The services are available from ALL Civil and Military service units, subject to their current workload and opening hours.
Summary
Flight Information Service
Not a Control Service, just an open channel for the pilot to request flight safety information
Procedural Service
Separations from other aircraft based on position reports (i.e. the controller has a radio but no radar!)
Radar Information Service
The controller gives you details of traffic conflictions. It is up to the PILOT to DECIDE what to do about it
Radar Advisory Service
You must be under IFR. The controller will offer advice on conflicts and avoiding action. The pilot still chooses whether or not to take the advice.
I hope this little summary of services outside controlled airspace will help to encourage a little more general handling to and from some of our regionals. This can be a lot more fun than bimbling into one of the biggies in heavy tin watching a TV screen as a flight manager! Come on, hop into your GA
aircraft and do some real flying!
Dave Tidwell
August 2002