About airspace
In simple terms, the sky over the UK comprises of airspace that is categorised as controlled or uncontrolled. Most gliding takes place in uncontrolled airspace.
All airspace, including uncontrolled airspace, is subject to temporary restrictions and changes – always refer to NOTAMs before flight. The following detail is supplied to assist pilots. In all cases, the applicable legislation takes precedence.
Airspace classifications
UK airspace is classified from A to G within which rules of the air and differing limitations are applicable in each classification. There are pro’s and con’s of airspace classifications:
A – Not available to gliders other than under the terms of a specific Letter of Agreement (LOA).
B – Not currently used in the UK
C – Can be used by gliders, but a clearance is required and you must comply with ATC instructions. You probably won’t be allowed in without a transponder, and prior notification of your intentions to ATC will help. Be prepared for additional workload dealing with ATC. All TRA(G) (aka Wave Boxes) above FL195 are in Class C.
- Pros: Accessible in principle.
- Cons: Flights need to be planned, close coordination with ATC required.
D – The most common Controlled Airspace at low level. Gliders can enter with a clearance, but unless you’re in an area that’s used to dealing with gliders you may have difficulty. Managing multiple VFR aircraft mixing with commercial traffic is hard work for controllers, particularly when your track isn’t precisely predicable. Good radio discipline is essential, and a transponder will definitely help. LOA’s and/or protocols in Class D can create ‘standard’ clearances which can result in easier access to Class D for both pilot and controller.
- Pros: Accessible in principle
- Cons: ATSU’s may be reluctant to grant a clearance to gliders, and the workload associated with ATC liaison may impact your soaring performance.
E – Effectively uncontrolled airspace (Class G-like) for VFR gliders, controlled airspace for IFR gliders. So no communication with ATC required if VFR. Gliders are unlikely to be able to obtain an IFR clearance.
- Pros: Fully accessible for VFR flights
- Cons: Not accessible for IFR flights – close to cloud even though flying visually above 3000′ amsl.
Class E often comes with an additional TMZ requirement, known as Class E+
TMZ – Transponder Mandatory Zone. If Transponder equipped, aircraft can enter without any need to contact ATC. If not transponder equipped, normally entry is still possible with prior permission from ATC if you have a FRTOL. The phraseology will involve “approving” the entry, ATC will not give a clearance because you can’t have a clearance for flight in Class G or for VFR flight in Class E.
- Pros: Fully accessible if you are transponder equipped
- Cons: Conversation with ATC required if you are not transponder equipped.
F – Not currently used in the UK.
G – Free for all, see and avoid (ideally supported with EC)
- Pros – just do your thing.
- Cons – so is everyone else.
Within the airspace classifications, other categories of airspace exist, for example:
Aerobatic Competitions and Boxes
The aerobatic community fly aerobatics within defined aerobatic boxes. These are often promulgated in NOTAMs. Please be aware that whilst aerobatic pilots have to compy with the rules of the air and lookout as much as other class G users, the nature of competition aerobatics is that the majority of the pilots time will be focussed on achieving specific attitudes and the desired aircraft trajectory. In addition to the important safety aspects, there is also a need to give these fellow air sport pilots the space they require to enjoy their sport.
ACP
Airspace Change Proposals (ACPs) are usually developed and proposed on behalf of airports by subject matter expert consultants. NATS En-Route (NERL) develop their own ACPs. CAA can develop ACPs, but rarely do so as they are the decision-maker regarding any ACP.
Any ACP must follow the ‘CAP1616 process‘. This is a multi-stage consulted process that is expected to begin with stakeholder engagement and the development of design principles, and ends with the CAA decision-making process and a subsequent post-implementation review.
BGA guidance on initial engagement and design principles is available here. Any club that is approached about an airspace change proposal is encouraged to contact the BGA.
AIC
Aeronautical Information Circulars (AIC’s) are notices containing information that does not qualify for inclusion in the AIP. They are used to publish administrative matters and advanced warnings of impending operational changes and to add explanation or emphasis on matters of safety or operational significance. An AIC can be issued to present a particular event’s NOTAM data in a more readily understandable format.
AIS
NATS provides the Aeronautical Information Service as a specified service under the Air Traffic Services Licence granted to NATS. The UK Aeronautical Information Publication (AIP) is static information, updated every 28 days, which contains information of lasting (permanent) character essential to air navigation. The ‘current AIP’ provides access to a menu of detailed ‘en-route’ information, including re danger areas, parachute DZ’s, etc.
Airspace modernisation
The UK airspace system needs modernising. The Department for Transport has tasked the CAA with preparing and maintaining a co-ordinated strategy and plan for the use of UK airspace up to 2050, including modernisation. The AMS will result in numerous CAP1616 airspace change proposals. Read more here.
ATZs
The status of an Air Traffic Zones (ATZ) can confuse pilots. Some pilots get caught out by not being prepared and thereby not complying with their legal obligation before entering an ATZ. Pilots are reminded that illegal entry into an ATZ can result in a Mandatory Occurrence Report and infringement action by the CAA.
During an ATZ’s notified operating hours:
- a pilot may only enter an ATZ served by Air Traffic Control (ATC) and operate within the ATZ when permission has been granted by ATC. Note – permission must be sought before entering the ATZ.
- a pilot may only enter an ATZ served by a Flight Information Service or Air/Ground service and operate within the ATZ when two-way contact has been established. Note – two-way contact must be established before entering the ATZ.
More details are available here.
Awareness of gliding needs
Pilots who don’t fly gliders may need some help in understanding how and where gliders operate. View the BGA briefing document ‘Gliding awareness for non-glider pilots’
This briefing that was published in the RAF flight safety magazine in Spring 2016 may be helpful.
An ‘ATCO perspective’ of soaring was provided by the CAA during 2016.
Danger Areas and Temporary Danger Areas
A danger area (DA) can be permanent or temporary in nature. An example of a permanent DA is D129 at Weston on the Green. An example use of a temporary danger area (TDA) is where a TDA is established for Beyond Visual Line Of Sight (BVLOS) drone trials. DA’s and TDA’s often have a Danger Area Crossing Service (DACS) and/or a Danger Area Activity Information Service (DAAIS). Pilots are reminded that unauthorised entry into a danger area can result in a Mandatory Occurrence Report and infringement action by the CAA. The CAA DA and TDA policy is available here.
Drones / UAVs
Unmanned Air Vehicle (known as drone) activity is part of a growing industry and is a new airspace user. It is inevitable that the way airspace is managed or manages itself will change, with electronic conspicuity becoming an increasingly important topic not only in support of effective lookout but also to enable sense and avoid by drones within integrated-use airspace.
With the aim of retaining and improving equitable airspace access for gliding, the BGA seeks to inform the UAV industry and influence modernised and future airspace regulation, structure, classification and policies through stakeholder engagement.
Instrument Procedural Traffic
A number of airfields in the UK have instrument traffic procedures which are detailed in the UK AIP but not shown on 1/2 mil charts. In some cases the instrument approaches are indicated by a feather on the ½ mil chart (for example Cambridge, Gloucester, Exeter, Inverness, Cranfield, Londonderry, Oxford). These feathers can be indicated on most GPS moving map software.
Invariably, instrument traffic operating in Class G is not looking out as effectively as most would expect. Glider pilots should aim to avoid the airfield overhead and the approach areas.
Here is an example of the instrument approach procedure that is not marked on the 1/2 mil charts used by most pilots:
When operating close to these airfields, pilots should listen out on the ATC frequency. Where there is a need to operate overhead the airfield, or when vertically close to and when horizontally within say an approximate 20 degree arc either side of the instrument approach ‘slope’, it can be very helpful if the glider pilot makes contact with ATC prefixing the call with ‘glider’, stating their location (eg 5nm NE of the airfield at 2000’) and stating their intentions (eg to climb, to glide to xxxxx, etc). Please don’t forget that last minute calls can result in pilot overload as the pressure comes on. Most air traffic controllers have little appreciation of pilot workload but will help where they can. As ever, aviate, navigate and communicate in that order.
There is helpful guidance in this Cambridge GC youtube briefing.
The following unofficial illustrations are examples of areas containing IAPs within which a passing glider pilot should ideally be in contact with the airfield ATC. A Basic Service is usually more than adequate and will help the controller. Please note that access to each of the example ATZs requires ATC permission.
Oxford
Exeter
Letters of Agreement (LOA’s)
Letters of Agreement (LOA’s) between the BGA and Air Traffic Service Units (ATSUs) can simplify glider access to controlled airspace – the TRA(G)‘s are an example of this. They need to be specifically negotiated and periodically reviewed, and often apply only to gliders operating from named BGA clubs.
MATZ
A Military Air Traffic Zone is a 5nm radius x 3000′ high defined volume of airspace around a military ATZ. A MATZ has no legally recognised status for civil pilots and no prior permission is required to enter it. However, for safety and good airmanship reasons, prior to entering a potentially busy MATZ, pilots are encouraged to establish radio communications with the controlling authority. This is particularly important when flying close to active military fast jet and training airfields – those aircraft need space to manouevre. Military airfields such as Barkston Heath, Coningsby, Cranwell, Lossiemouth, Middle Wallop and Shawbury are examples of active busy military airfields.
NOTAMs
All pilots are expected to check NOTAMs (Notices to Aviation) before flight. Learning how to simply access NOTAMs forms a part of glider pilot training. Any pilot who is unsure about how to check NOTAMs is advised to discuss the matter with his or her CFI or with another experienced pilot. The CAA’s tutorial on accessing AIS NOTAM data is here. There are several excellent apps available that help pilots easily access and interpret AIS NOTAM data, including Skydemon.
Parachute Drop Zones
Skydiving takes place into Drop Zones (DZs), radius 1.5 or 2nm up to FL150, as marked on a chart and listed in the UK AIP.
Please note that skydivers usually drop directly upwind of the DZ and routinely descend through cloud.
The ANO 240 notes that ‘a person must not recklessly or negligently act in a manner likely to endanger an aircraft, or any person in an aircraft’. The ANO 241 notes ‘that a person must not recklessly or negligently cause or permit an aircraft to endanger any person or property’.
You can find current parachute DZ information in the UK AIP under ENR 5.5.
RA(T)
A Restricted Area (Temporary) also known as a RA(T), is a temporary airspace structure established under article 239 of the Air Navigation Order (ANO) 2016 to ensure the safety of participants or attendees during specific events/activities or for reasons of National Defence or any other reason affecting the public interest.
A RA(T) will always be designed to restrict aircraft using the minimum amount of airspace to achieve this aim. Whilst most are areas of specified radius, some RA(T)s can be more complex in shape. Some examples of events/activities where a RA(T) may be established include Airshows, Air Racing, Flypasts, Festivals, and Specific Helicopter Flights.
As a RA(T) is specific to individual locations and event, an airshow with slower participants displaying at lower altitudes will have a smaller RA(T) than one which has, for example, a fast jet display carrying out high energy manoeuvres. This affords the aircraft engaged in display manoeuvres protection from unknown traffic but does not restrict transit traffic through the area disproportionately. Due to manoeuvres associated with displaying a large formation team (such as the Red Arrows), shorter, individual displays, although part of the bigger event, require a larger volume of restricted airspace. In 2022, 115 RA(T)s were established under article 239 of the ANO 2016.
A RA(T) can be promulgated in three combinations:
1. NOTAM and Aeronautical Information Circular (AIC),
2. NOTAM and Briefing Sheet, or
3. NOTAM.
Pilots are reminded that unauthorised entry into a RA(T) will result in a Mandatory Occurrence Report and infringement action by the CAA.
TMZ (Transponder Mandatory Zone) and RMZ (Radio Mandatory Zone)
There are specific requirements for accessing TMZ’s and RMZs. Pilots are reminded that unauthorised entry into a TMZ or RMZ can result in a Mandatory Occurrence Report and infringement action by the CAA. You can read the CAA’s policy here.
Non-transponder areas above FL100
In 2012 the BGA negotiated a number of non-transponder areas above FL100. These are as detailed in the UK AIP under ENR 1.1, ENR5.2 and ENR6.
The data describing each area is available at ENR5.2.
An LoA is issued by NATS/MoD. For details, refer to your operating club.
Please note that transponder equipage is required above FL100 when flying outside the notified non-transponder areas for gliders.
It is important to understand the rules that apply to non-transponder areas before using the areas.
The CAA advised (21st January 2022) that no exemption or permission is required for non-transponder high altitude glider flights in specified areas, based on the current rules, notified airspace and the exception listed in the AIP.
For completeness, here is the Jan 22 background detail justifying not issuing an exemption. Article 77 and and Schedule 5, 17.— Transponder requires carriage of such SSR equipment, in particular where there are (ii) any notified airspace requirements. The notified airspace requirements are set out in UK AIP GEN 1.5 para 5.3, in the table under 5.3.1.3. Of note is the requirement (d) that all aircraft operating under VFR within United Kingdom airspace at and above FL 100 require Mode S Elementary Surveillance. However, para 5.3.4 sets out the exceptions which notes that the requirements at sub-paragraphs 5.3.1.3 (c) to 5.3.1.3 (e) shall not apply to gliders, including self-sustaining gliders and self-propelled hang gliders, and self-launching motor gliders where operating above FL 195 inside airspace notified as TRA(G), where operating below FL 195 inside notified Non-SSR Transponder Glider Areas. There is a comment in 5.3.4.3 that the exception at paragraph 5.3.4.1 (a)(ii) applies in accordance with any specific permission issued by the CAA and published on its website. CAA lawyers advice (21 Jan 22) is that this is unnecessary, as gliders are not caught by article 77, as they are not notified as such, so do not, in those circumstances, need to carry SSR equipment, and therefore do not need an exemption or a permission, as it is allowed for by those articles, by their terms. In light of this legal view and guidance, the CAA will no longer be issuing further exemptions. The note in the AIP will be amended to remove the current text in 5.3.4.3. In addition, new text will be added that provides guidance along the lines of the exemption material text (e.g. the pilot in command to obtain the permission of the appropriate air traffic control unit to fly within airspace notified as Class C or D airspace and complies with any instructions given by the air traffic control unit). The NSGA Zone 1 NOTAM text in 5.3.4.4 will remain.
Rules of the Air
Rules of the Air links are available on our Laws and Rules webpage.