ATC/Pilot Reports
Pilot:
| I took off from **** and as soon as I was clear of their airspace I contacted Birmingham Radar on 118.050 for a basic service. This was given along with a squawk code. I continued to my turning point at Studley. I turned at the northern end of the town which in retrospect was a little early. I descended to 1400ft for the leg to Coventry and continued with Birmingham ATC who asked me to inform them when I was going to change frequency. This was done at about 12 miles from Coventry who had been complaining previously about aircraft not calling early enough. Birmingham were told of the is action and I was given clearance to change to the safety frequency. As no instructions were given I assumed that there was no potential traffic or airspace conflict. After arrival at Coventry I was contacted and told of the infringement and checked on the map and though I was clear of the airspace where I had been told I was 800yds inside the zone. Subsequent close examination of the chart sent by Birmingham compared to the 1.5000000 scale map it is clear that i was just inside by the 800yds as originally stated. i.e right in the southern edge of Honiley airfield. |
FOT-Edit: Base airfield removed
FOT-Info: 'Crossing of the line' (eg: a control zone boundary) by any amount without permission means an ATC unit has to put a 'no-fly' zone of 5 mile radius around the infringer, as merely crossing the line suggests the pilot is unsure of current position and therefore his/her next actions are unpredictable.
Instructor:
| Cross country training flight from **** via Bognor to Isle of Wight and return. At the Needles after 2 orbits at 1500 feet we set course to return. I asked my student to start a cruise climb to 2000 feet and was tuning and identing Midhurst VOR to use for demonstration later. I was distracted and aircraft climbed too high and infringed Solent Airspace.
|
FOT-Edit: Base airfield removed
FOT-Info: The Needles has CTA base starting at 3500', which soon steps down to 2000' to the North East
Pilot:
| On reflection the key cause of the infringement was the use of the 1:500,000 map on which the change from the Western Class D airspace with a 2500 ft ceiling to the 1500 ft ceiling is considerably less clear and the area much harder to see than the 1:250,000 where it is unmistakable. As most light helicopters have no autopilot pilots are fully engaged in phsically flying the machine the whole time which makes organising and folding small scale maps a considerable challenge. My invariable practice, if I have no passenger, is to have my map or maps for the route laid out folded on the front vacant seat. Because the route (****) is diagonal across the central part of the UK it can not only involve up to three maps but also involves three separately folded sections of the Sheet 8 England South Edition. Hence, as I was alone, I elected to use a combination of the 1:500,000 and the GPS. The other contributory factor is the concentration and distraction of flying over the Bromsgrove and Redditch areas where a combination of rising ground around Bromsgrove and the 2500 ft ceiling means that I had depart from my blue line pre planned route to comply with safe flying principles for a helicopter involving flying along green corridors or over open countryside to ensure that there is somewhere to auto rotate to safety in the event of an engine failure. This is a particular distraction when flying over this SW corner of Greater Birmingham and can be accentuated in times of headwinds and turbulent conditions. It was a combination of deviating from my planned route and using the 1:500,000 that contributed to me taking the more easterly route that in turn led to the infringement.
|
FOT-Edit: Departure/Destination removed
Pilot:
| Having left **** on this route which I have travelled on a number of occations I attemted to call up Coventy for proceedure through the next part of the journey.My first attempt was aprox 7 minutes from entering Birmingham CTA. I attemted to call Coventry (123.825) 3 times before remembering having seen in the press the airport had gone into liquidation. I immediatly called London Information with my position advising them I could not contact Coventry. London Information sugested i should try Coventry Tower (118.175). I tried the frequency given 3 times again without any responce. Following this I went back to London Information who then said "you could always call Birmingham Approach on 118.05 ". I immediatly switched to Birmingham Approach and heard ATC advising a police Helicopter on a VFR flight to look out for an unidentified aircraft west of the Coventry Field.I immediatly realised it was my aircraft that they were refering to and made myself known. I was at approx 1700 feet and decending having made this contact.At the time of the inital switch to Birmingham and listening the conversation I realised I had entered your zone without permision and was at 1800 feet. I was so preoccupied with trying to make contact with the ATC to get my position monitored that I failed to realise I had entered the zone.
|
FOT-Edit: Departure airfield removed
FOT-Info: Coventry ATC was closed for some time during late 2009 / early 2010 following airport lease problems.
Pilot:
| I took of from **** intending to climb out to the SW for some aerobatics. However, an approaching front was creeping up from the south and as I climbed out I could see that the cloud base to the south was about 3000ft. Therefore I climbed out to the NW and on reaching 5000ft (approx QFE 999) commenced a few basic aeros about 4NW of Cosford. After a short while I decided to move my noise footprint to avoid upsetting people in the local area. With the cloud base still a problem to the south I decided to climb back up to 5000ft and move to the Belvide Reservoir (5 NE Cosford). Once there I carried out a few more simple aeros before returning to ****. When I was informed of the infringement a few days later I did not think it could be me. However, on checking the profile of the flight against my map I realised it was. When over the Belvide Reservoir Cosford seemed so close that I was lulled into a false sense of security (complacency) and at the time I didn't feel airspace was an issue.
|
FOT-Edit: Base airfield and another identifying factor removed
Pilot:
| After departure from ****, I was working Solent on 119.475 to Stoney Cross (off the right hand side). When I left Stoney Cross, I changed frequency to Boscombe for MATZ penetration - couldn’t reach them. I exchanged calls with other company aircraft on frequency who believed that they shut. I didn’t want to go through MATZ, even though I know that you can, and so I listened out on Boscombe frequency as passing their airspace. I planned to go to the town NW of Romsey where two rivers met, and route between airspace. Wind drift pushed me closer to Romsey than I thought. It would appear that I routed to Romsey, not where I originally planned. At Romsey (thinking I was at the other town) I turned Easterly, and then Northerly after a few miles, still listening out on Boscombe. Knowing I was approaching Winchester, and free from controlled airspace, I called Farnborough 125.250 for basic service back to CPT. Farnborough told me to turn NW immediately as I had infringed the Solent CTR.
|
FOT-Edit: Departure airfield removed and aircraft registrations removed.
FOT-Info: Romsey is the western VRP for Southampton CTR, on the boundary. Bournemouth (119.475) & Solent (120.225) have a 'Listening Squawk' of "
0011" for aircraft near their airspace - see list in "hot news" on home page, or in the links sub page, both on this site.
Pilot:
| My first visit to EG__. Originally planned via Wellesbourne and Worcester avoiding CTA. Decided to fly direct from Wellesbourne to EG__. Noted CTA 3500 - FL45 immediately N of Wellesbourne, but failed to spot reduction to 2500 to NW. After obtaining landing information from (destination), checked position on chart, spotted error and descended beneath CTA. Should have used listening squawk. Always squawk 0013 in vicinity of Luton or Stansted but failed to check if one was available for Birmingham.
|
FOT-Edit: Airfield removed
FOT-Info: Birmingham does have a 'Listening Squawk' of "
0010 / 118.050 MHz" - see list in "hot news" on home page, or in the links sub page, both on this site.
Pilot:
| Misunderstood altitude limits of Birmingham / Daventry CTA during flight. A change to my route was necessitated at the last minute, therefore preparation was not as thorough as would have been otherwise. Poor decision to change to Farnborough LARS on departure from EG__. Bad reception led to pilot distraction and subsequent infringement. As advised by Birmingham ATC post-event, Brize LARS would have been a better choice and they would likely have helped prevent infringement..
|
FOT-Edit: Airfield removed
Pilot:
| Prior to lifting called MCR Radar, unable to make contact, set my squawk to 7000 with mode C and lifted. I received a strength 3 signal at around 50ft QFE 150ft QNH. I requested a basic service and zone transit and was asked to stand by. I cautiously held in the hover at 150ft QNH for a few minutes and was aware that the controller was busy, however, in doing so this meant operating the aircraft at a height and velocity outside the recommended perimeters therefore, for safety reasons I decided that my best course of action was to leave the zone 3 nm to west of my position remaining below 500ft QNH and maintain a listening watch until an air traffic service became available. I was aware of the IFR arrivals and a VFR helicopter traffic heading south approx 300ft above my level. (After a few minutes delay) I was asked to pass my message and upon reporting my position the controller expressed some concern and advised that I should not have lifted into the zone without approval. I apologised and relayed the instructions that I had been given prior to landing, namely on final approach I was advised that prior to departing again I should call radar before lifting and if unable to make contact call again in the hover.
|
FOT-Edit: Trimmed for space, some re-ordering needed as a result (eg: arrival info moved to end)
Pilot:
| Monitoring sky map on yoke. which showed no infringement, checked with main display which showed an infringement. Turned immediately to get out off controlled air space. Normally talk to Atc as feel safer, with some kind of service. But rushing to get back to (home airfield in Midlands) as had phone call while at (visited airfield towards Wales) as plane was required urgently. Should not have responded to pressure, contacted ATC and monitored height/location correctly. |
FOT-Edit: Name of airfields removed.
Pilot:
| When flight planning the route (over a few days on the dining table - no rushed job) I believed that the lower limit of controlled airspace along my route in the Leamington Spa/Coventry airport region was 3,500 ft. Having infringed, and been asked to call Birmingham ATC when I landed, I called from EG__, and only then, with the map in front of me, did I see the 1,500 ft limit along my track. I did not see this in the air when told of my infringement. |
FOT-Edit: Name of airfield removed.
Pilot:
| A recreational flight was planned on an impromptu basis to reconnoitre Coventry airport for a future landing to visit the aircraft museum. The pre-flight preparation was not extensive. The 3500-FL45 boundary was noted but the less obvious 1500-FL45 boundary was missed. This boundary was crossed unintentionally as we approached Coventry and soon afterwards turned around for the return leg. The ATC wasn’t contacted as we didn’t expect to enter the airspace and did not wish take up the time of a busy airport controller. We were aware at all times of our position and did not require the use of a GPS |
Pilot:
| Turned to course 173 deg. I misread this heading from my pilot log (173 was actually the heading for the next leg, not this one). I selected WOD 352 (an NDB) but the gauge did not respond and after a few checks I decided that the gauge must be unserviceable* and resorted to VFR navigation. There was lots of standing water in the fields which made it difficult. After 6 minutes I called Farnborough LARS and the controller informed me of the incursion and routed me to the west leaving controlled airspace two minutes or so later. (* Later in the flight I realised that the ADF was not U/S, I had failed to depress the "ADF" button on the device and when I did the gauge read normally.) |
FOT-Edit: Departure airfield removed, clarification of 'WOD', plus 'cuts' of extra detail, sometimes meaning minor wording changes to allow for 'grammar' or 'readability' after the cut.
Pilot:
| This was the first flight for my (relatives), and for the first time when on a flight in the same sort of area I had decided not to switch to Farnborough LARS but stay with (my departure airfield frequency). Had I switched, as I normally do, Farnborough would have warned me of my impending error and corrective action could have been taken. I can only conclude I was distracted from navigating my planned route and mis identified certain features. |
FOT-Edit: Exact passenger details plus Departure airfield removed.
FOT-Info: Airspace infringed either LTMA or Gatwick CTA/CTR, not stated
Pilot:
| I never go to 5000ft during my leisure flying. The requirement to do so on (date) was part of the Air Test. Immediately after the climb I performed a Vne descent on a Northerly heading |
FOT-Edit: Reference to what is believed to be a date removed.
FOT-Info: Pilot also questions transponder readout of 5200'.
Pilot:
| I entered the coordinates of (Kent Airfield) and set a course for there, heading approx 140. Approaching the area north of the Thames but to the east of the QEII bridge, I started to climb slowly. I accept totally that I should not have done this at this particular point, and in doing so, I entered the LTMA. I can only apologise most profusely for this error, and no-one is more shaken by this infringement than myself. I just cannot believe that I did something so stupid. |
FOT-Edit: Initial extra detail dropped, destination removed.
Pilot:
| There were heavy snow showers in the area, we mis-identified the ground features due to the poor vis and tracked too far to the east of our intended track. We thought we were close but outside the zone |
Instructor:
| Work load consequent with conducting a general handling training exercise. My normal operating area was overcast at about 2000ft, so I decided to operate further north in an area which I am not greatly familiar with. Concentrated too much on the lesson and as a result lost situational awareness for a period. I thought I was further south than my actual position. The only usable horizon was to the north which was a contributory factor, but no excuse. |
FOT-Info: Airspace believed to be LTMA
FOT-Edit: Minor detail dropped which would identify base airfield
Instructor (for solo student):
| The student became confused over position after leaving the Benson MATZ. To avoid confliction he started to seek out Reading to orbit as briefed. Unable to locate the town he convinced himself that to the North and East he could see the M4. He flew North toward the motorway and then East to locate (xxx). In the distance he could make out an airfield. He established radio contact with (xxx) and whilst preparing his arrival it became clear that the airfield ahead was too developed to be (xxx), he was in fact approaching Northolt. On realising his mistake he alerted (xxx) and requested assistance. Instructions were relayed to the pilot from Heathrow including a request to switch the transponder to mode “C”. The headings given by ATC brought the pilot directly to (xxx) overhead where he carried out a safe landing. The student commented he was grateful for the vectors since he was now somewhat disorientated and upset. He could not explain why the transponder had not been set to Mode C and felt it was simply an oversight. |
FOT-Info: Report written by supervising Instructor based on student report.
FOT-Edit: Base Airfield name removed, minor rephrasing clarifying with whom student was in radio contact
Instructor (for solo student):
| The route had been flown by the student with an instructor on three separate occasions and had done it solo a couple of weeks beforehand (although on that occasion somehow ended up to the north of Cambridge and got ATC assistance). Having practiced the route dual the weekend before, this was giving it a second attempt. En-route, the student seemed to have trouble changing frequency to Farnborough. I had set up the frequencies for the student before the flight and briefed on use of the equipment. En route, the student tried to raise Farnborough, then decided to go straight to Cambridge Approach when abeam Buntingford (by changing to box2). By this time, the student was quite flustered and was unable to get Cambridge, and decided to turn back to base and tried to raise Farnborough again, this time successfully, but had infringed Luton airspace. Farnborough helped the student out of the zone and back to (xxx), and moreover in a manner that helped the student stay calm and concentrate on flying the plane. |
FOT-Info: Report written by supervising Instructor based on student report.
FOT-Edit: Base Airfield name removed, & minor changes merely to remove personal detail
Instructor:
| PPL Mock Test Navigation and G/H. In trying to disorientate the student, I managed to disorientate myself. |
FOT-Info: CAS infringed thought to be somewhere in general (wide) London area
Pilot:
| I had contacted Farnborough before leaving (xxxx) and asked for a TMZ transit which I got. I had no idea that I should have asked permission to transit the TMZ on my way out of North Weald (EGSX). I spoke to EGSX and almost immediately tuned to 132.8 and stayed with them until past BNN. I am sorry about this and it will not happen again. My transponder (Mode S/C) has now arrived back and is being refitted at this moment. |
FOT-Edit: Name of base airfield removed.
FOT-Info: To clarify, first sentence refers to 'inbound' leg to N. Weald. Subsequent problem was return leg.
Pilot:
| I am supposed to carry a safety pilot if carrying passengers. Two pilots sharing responsibility didn't work out as well as expected. Altimeter setting too low. I have flown this route dozens of times. No problems. Safety pilot flew after take off from (xxxx). Realised error after hearing Shoreham QFE. I from Uckfield to Hailsham then landed at Heathfield. This was my second flight since renewing my licence after a gap march to September. Also my 2nd flight with the safety pilot, not one of our group. We need time. |
FOT-Edit: Base Airfield name removed, & personal detail removed
Pilot:
| I didn’t have transponder turned on in the Stansted Mandatory area, I have just installed a new Garmin Transponder which unlike the old now requires me to press the cursor button twice after turning on, I didn’t notice that I had not done this until 10 mins into the flight. |
Instructor / Controller:
| Reports in this section are 2009 onwards, with this exception. This 2007 report has been jointly constructed by instructor and controller to report what was happening at 'either end' of an infringement of Heathrow CTR. Due to size, it is in pdf form. Joint Report: Heathrow CTR |
