TEN TOP TIPS FROM THE ON TRACK TEAM

1. NOTAM Checking: Check NOTAMs before flying (www.ais.org.uk) and learn to use an efficient method like 'narrow route brief' features if possible. In any case, double check on any temporary airspace restrictions using the freephone 0500-354802. If using a commercial or graphical product, remember to check any that are reported as 'not-plottable' carefully.
2. Track Through or Around CAS? When planning a route via controlled airspace, always have 'plan B' to avoid it too. Make a decision checkpoint on where to take this avoidance route if a clearance is not possible - it's much easier to get round a block of airspace from a few miles distant than it is to successfully divert around tight up to the boundary. Remember to plan time and fuel calculations using the longer route.
3. Routing 'Close By' CAS: When routing very close to an airspace boundary but not crossing it, consider a call to that airspace ATC or a nearby formal LARS. Even when you are totally accurately on track, you may be a minor distraction for a busy controller who actually doesn't know you know exactly what you are doing. If you have to fly very close to a boundary, check for any obvious line feature that will help you stay clear. Don't be ashamed to use it, it's a way of reducing your workload.
4. Weather: A pilot's workload rises rapidly in less than ideal weather ­ and so do infringements. If the weather starts to deteriorate, consider your options early and if necessary divert or turn back, or start to use safe line features in good time. Even in good weather take note if a strong 'across track' wind is blowing towards the boundary. It doesn't take much loss of concentration whilst you admire the wonders of flying in good weather, and you can accidentally drift over a boundary.
5. CAS Transits: If you wish to transit controlled airspace or a zone, think about what you need to ask in advance and call the appropriate Air Traffic Control (ATC) unit at ten nautical miles or five minutes flying time from the airspace boundary to give notice. Think about your routing and the active runway alignment. You are much more likely to get a crossing approved perpendicular to the runway than along it. Check the useful airspace guides written by local ATC for most of the 'CTR's in the UK, giving tips, photos, and preferred routings - they are all on the www.flyontrack.co.uk 'links' tab..
6. Make Your Calls Clear and Efficient: Thinking before you press the transmit switch. Using the correct radio phraseology helps air traffic control to help you ­ and sounds more professional! A handy free kneeboard insert is available from the CAA or from www.flyontrack.co.uk 'tips' tab. It will help you form any request for a zone crossing by giving you a 'template' mask to slot your words into.
7. Get a Specific Clearance Remember ­ the instruction 'Standby' means just that; it is not an ATC clearance and not even a precursor to a clearance. Even if given a squawk or any sort of service (e.g.: FIS), this does not mean you can enter the airspace. Only cross the boundary if the controller issues a specific crossing clearance, otherwise, consider plan 'B' to route around or perhaps even over or under. Be aware that ATC may be busy when you call them ­even if you hear no-one. Just because the frequency doesn't sound busy doesn't mean that the controller isn't busy on another frequency or on landlines
8. Prepare for 'Change'- Can you cope? Your planned route through controlled airspace may appear simple on your chart be prepared for a crossing clearance that does not exactly match your planned route but will allow you to transit safely. Tell the controller the moment anything is not clear, or you are unsure of exactly where you are. Even if not planning to cross any controlled airspace, don't delay in calling any ATC when uncertain of your position. Overcoming your embarrassment may prevent an infringement, which may in turn prevent an airprox (or worse).
9. Transponders If you have a transponder with mode C, whatever you were told or taught in the past, you must use the 'altitude reporting' at all times in flight unless instructed otherwise by a ATC unit. Always use mode C, ATC will always expect you to, even if they do not tell you. Do NOT fly with the transponder only set to 'ON', train yourself to set 'ALT' automatically, as this may prevent an infringement altogether or reduce the consequences if one were to happen. ATC is there to help, so don't be afraid to talk to them OR, in certain parts of the country, you can 'advertise' that you are there to be contacted if necessary. If you don't want to enter the airspace and don't need a specific service either, if you are near any ATC unit currently trialing a 'listening in' squawk, why not tune in to their frequency without announcing yourself and use the associated squawk? You can read about this on the www.flyontrack.co.uk home page.
10. If You 'Bust': If you suddenly realise you are in controlled airspace, don't keep quiet - you will make the problem worse. Make sure your transponder is squawking Charlie and tell someone. If you are receiving a service from someone, tell them, if not, call the unit that you have infringed. If there is any delay, tell the D&D cell on 121.5MHz - they have lines through to all units. The quicker the controller of the airspace knows you are there and what is happening, the problem can be solved. If you kepe quiet and try and fly your own way out, you will delay resolution and you may make matters worse.

    Wherever and whenever you fly this summer make sure you’re properly briefed and that you don’t end up as this year’s infringement of display airspace.

    Please feel free to add to these tips with any ideas you think may be of interest to us, or back up a suggestion made by somebody else. No names are needed - anonymous contributions are equally welcome.