As somebody who has been in aviation training (A380 instructor/examiner and FI) for 30 years, I must say that your videos have a great instructional aspect. Well done. Even us experienced instructor/examiners make mistakes; admitting to them and then correcting like you did, is all that is needed.
Thank you so much for your lovely comment Bjorn. Coming from someone with your experience means so much. Evolution is all about mistakes and learning to do things better. I don't mind making them once (as long as it doesn't kill me) but I won't tolerate doing it twice (as it means I learnt nothing).. Thank you again Bjorn.
In Canada (my experience, at least) we teach pilots that SVFR is a useful tool for landing or departing in marginal (and hopefully localized) conditions. With access to an excellent 3-screen x-plane-based flight 'sim,' I recently helped a local VFR pilot discover what it would be like to arrive and land in such limited vis. The main point he learned from the exercise is that with such limited visibility, it is likely that we will not be able to maintain the runway in sight even flying a normal circuit, and it's a good time to ensure we utilize all resources to get aligned for landing - like the heading indicator, and clock. Thanks for sharing. Great video.
Hi Terry, I really love your content. I've been out of flying for 5 years and you're a big reason that I think I'll be resurrecting my PPL this year. Well done for posting the good and the bad points, we can all learn from each other's experiences and communicating about them. Some disappointing comments from some keyboard warrriors at the beginning of this video. Keep up the good work.
As they say, we learn something new every day. There’s a LOT to keep in memory for us pilots so, we make mistakes from time to time……. and that’s how we learn. As long as we keep them simple, non uneventful mistakes! I just found your channel and enjoy your videos. Thanks for sharing
A very helpful video Terry. Well researched as always. I wonder how many of the Facebook commenters will take the time to watch. Well done and thank you!
Got my first dislike (milestone!), but part of me is like tell me what's wrong and I'll correct it or make it better. As being wrong is as just as much a harm to me as was to you. Marcus Aurelius one of the great Roman stoics said he made it a habit to always willingly explore the fact he could be wrong because of this reason.
Thanks Tim, I'm always ready to learn and like you always say on your videos, "I don't claim to be a very good pilot", I wanted to say the same but didn't want to steal your line :-)
That was so informative! It’s an area I am definitely shaky on , probably as I have never had to use it. I was only talking to a fellow instructor the other day about it, so have a greater understanding of how to use it now. 😊. Thanks
Hey! Great video, subscribed straight away! I am fairly new (102 hours) helicopter pilot and in so many ways still feel like a complete novice in aviation. Infact just last Thursday I made a flight from Doncaster to Shobdon which was 1hr 20mins, with about 20 mins left to go I got a radio call from Shawbury (the local LARS) telling me that Shodbon were closing in 5 minutes (my flight was running behind schedule) and that I would not be able to land there and get avgas and then simply asking me to state my intentions. As I had not planned for an alternate aerodrome (mistake number 1), I was in a bit of a panic wondering what to do. After a few messages going back and fourth I was eventually able to get a "after hours" service from Shobdon, enabling me to land and get some fuel, a long with a 50 pound after hours charge and a small slap on the wrist from the airfield. Upon my return to Doncaster I was quite fatigued and was given taxi instructions from ATC which I read back correctly but then due to feeling over familiar with the airport, took the wrong taxi way without looking at the signs. ATC were extremely angry with me as you might expect and I was also extremely angry with myself for making such a foolish mistake. Since then I've been really beating myself up and it's taking everything I have to not throw in the towel and say "I'm not cut out for this, if I was then I wouldn't make these silly mistakes". Watching your video and reading the comments has not only been informative but also give me some reassurance that maybe people do make mistakes and it's ok as long as we learn from them. So thank you for the content which I will continue to watch with great interest!
Making mistakes is part and parcel of flying. If you weren't cut out for it you would have given up hours ago, instead you have 102 hours of experience which is more than most people can claim. Being angry at yourself for making a mistake is understandable, although the biggest mistake here is arguably beating yourself up and end up never flying again! It's totally fine to make mistakes, everybody does it. Be kind to yourself and try not to judge yourself too harshly, remember why you fly, learn from mistakes, and do it all over again. Good luck!
I would hope that ATC at Doncaster were only noticeably angry with you AFTER you had landed, if at all. The controller's job is to ensure the safe and efficient conduct of flight and he or she ought to have directed you in a safe manner and perhaps expressed his upset only after you had landed and shut down the aircraft. ("Please contact me after you have shut down" would have done, after you had landed.) Last thing you needed at the time was to be told off, lost concentration, and then made a worse error.
Thanks for helping us all learn from your experience. I've used it only once as well, and that was in a paramotor in class A, but that's another story.
Cheers Giles, to make mistakes is humane or is it human :-) After 30+ years of flying I'm always getting it wrong but always strive to get it right. Thank you.
Nice video Terry, and useful for many, including low-hours ATCO’s, whose appreciation of what thought processes go through a GA pilot’s mind on the subject could be broadened. I see it has already sparked a few questions re the CTR and ATZ; as has already been stated, flight rules in the ATZ and CTR are the same but the airport’s reported weather applies to the ATZ only so, even if the ATZ is suitable for IFR only, a pilot flying in the CTR but outside the ATZ can request a VFR or SVFR crossing clearance(a perfect example of this is seen in your video, where a large shower, fog bank or other feature can reduce the visibility below VFR minima but it’s perfectly clear elsewhere.
Your comment means alot Mike, thank you. I tried to fathom out why I made the request and in conclusion I was thinking as an IFR pilot and didn't want to be dancing all over the sky trying to get around weather under a VFR clearance and as I was getting close to the runway departure track. It was wrong but I even think the controller knew why I had asked for it which is why she kindly allowed it.
Nice explanation, in fact the whole social media thing got me revisiting the books to remind myself what SVFR is as I have never used it, so although it was harsh it was good for me that it provoked some debate.
Thank you so much, I think I learn more doing the videos than I would not. As a human I will make mistakes but I'm happy to admit to them and even happier to be educated. Thanks again for watching.
Only asked for SVFR once and was granted it. Flying to Isle of Man for the TT. Weather everywhere else was good but localised near the airfield it had poor viz and a low cloud base. The controller made me hold for ages over the sea at low level before finally letting me in when all the IFR traffic quietened down. Thanks to your video I now know why he made me hold for so long at such a distance from the airfield ATZ.
Great video! I once requested a VFR ATZ transit in class D but was refused but offered a SVFR by the controller instead, could not for the life of me remember the rules of SVFR were, so I politely declined and flew around the zone! Back at home read the rules again, however the next time I need one I will have probably forgotten again.........
Thanks James. That's pretty much the same situation as I was in, I'd used SVFR so little that I forgot what it was for. Still, now I know :-). Thank you for the kind comments buddy.
Great video. To say you regret asking for SVFR should not preclude you for having it in your toolbox for next time. I get the feeling you fly a lot, there will be a next time.. I used to fly out of Jersey, you couldn’t go anywhere without a SVFR clearance. I get the feeling from the video you are a methodical planer. It makes me wonder if all the negative commentators are as meticulous. As I say, great videos. Thank you. 👍😎
Interesting enough. In America SVFR is one mile- clear of clouds. UKs SVFR is 1,500 meters - Clear of clouds. That is an America football field longer. 360 Feet goal post to goal post.
Strange that SVFR and even vFR has different definitions in different countries. In EASA land we even have different definitions in each state and European country. Thanks Josh
That was interesting, and the graphics good Terry. One thing you didn’t cover at all though is the RADAR control you will get when crossing the CTR/ATZ. When you enter the CTR/ATZ on a VFR transit the controller advises you are now RADAR controlled and my understanding is that even though you’ve been given a max/min transit altitude and often a routing (eg. Cross via the 09 threshold), your routing is being controlled by ATC and if you want to deviate from your track/height you need to ask ATC. So in your first example, if there is rain showers in the way of your VFR track you can call ATC and request “request turn to waypoint/bearing to remain VMC” and the controller knows what’s happening. If you are under SVFR clearance (and RADAR) I would assume the same happens, except that its anticipated that you are going to be wanting to make more turns and the controller allocates you a wider circle of clearance from IFR traffic - i.e. key point is that under VFR or SVFR clearance with a RADAR service you can’t just fly where you want you have to request track/height from the controller. Is that correct (esp SVFR), or does SVFR allow you to route yourself - i.e. its SVFR and not RADAR controlled? I have only once requested and received an SVFR clearance over Luton when the cloud base was at something like 1500’ and the SERA rules applied. The controller seemed confused as to why I was requesting SVFR and I had to explain it was due to the cloud base, and I was granted the SVFR transit clearance. So from your video I now better understand why SVFR might be required - thanks !
Thank you Geoffrey I agree I didn't fully explain everything in this video and it could have been better. Thank you for the feedback and I'm always learning.
Hi Geoffrey, being under a radar control service doesn't necessarily mean that you have to ask for changes to direction or alt. All it means is that you have entered controlled air space and you are under a radar surveillance service. If your clearance was "clear into the zone VFR not above 2000ft" for example, you can do as many orbits, turns and alt changes (below 2000ft) as you like. If you were given "clear to cross the zone VFR not below 1000ft, via the 09 threshold" you must obviously try to do that, and let ATC know if you can't comply due to weather etc. But these are conditions of entry into the zone, rather than anything to do with being under a radar control service. In short, you can basically do whatever you want unless there is a specific instruction from ATC to do otherwise (and you don't break any of the normal VFR rules) If the UK had any class B airspace then you would have to fly the headings and alts etc assigned to you from ATC even if VFR and request any deviation you needed but we don't have class B so i guess we don't have to worry about that!
Have used special VFR for departure and landing in CTR only. I have never thought of the prospect of requesting such for the purpose of crossing, as I would just fly around weather or CTR. I actually thought it could only be used for entry or exit only. Thanks for reminding the rules 👍
Thanks for that, I have never used SVFR and thought it was only for when the viz dropped to below 5km but remained above 1.5km if less than 140Kts. To to get us looking and learning / remembering.
@@ShortField it was good and got me checking the VFR rules to make sure I had them up to date in my head. Tipical CAA to jump forward then back but it was only by luck I saw the change back in June and not through the CAA.
Hi Terry, non-UK ATCo here. I can't see anything what you could have done wrong. SVFR conditions over the airport = SVFR in the whole CTR. I don't know how is it in the UK, but I won't let you in CTR as a VFR if the conditions are not met, despite your actual visibility. And if it would be a complication for the ATCo, he/she won't give you the clearance. In my eyes and under our law, you did everything well.
Love your videos, can you point out where in the rules it says that only 1 SVFR A/C can be in the airspace at any given time? I'm settling an argument with a friend... 😅
I am assuming there is a transponder on board ? as when I crossed stansted in a weightshift, squarking is required and I know some dont have any transponders. any input most welcome.
A note though .. the recent UK exemption to SERA for class D applies only to distance from cloud being reduced to clear of cloud and in sight of surface - Class D vfr still retains a 5km Viz requirement so if you want to go into class D and the viz is less than 5km but above 1.5km you will still need SVFR ..
@@ShortField For class D the exemption to SERA to be allowed to fly only 'clear of cloud and in sight of surface' only applies at below 140knts - above 140knts the SERA requirements still apply.. the 5km viz is still required whatever speed you are doing - see page 61 of the skyway code (image posed on the FB post).
@@RussPinder I saw that but this shows what a minefield it is because if below 140 knots you can cross VFR in anything over 1500m viz but ATC don't take that into consideration and may give a blanket closure to all VFR traffic across the CTR so your only option would be to ask for SVFR even though you don't technically need it. It's a mess no wonder we get it wrong.
That's in class G only that the VFR viz requirement is reduced from the SERA 5km min to the UK 1.5km min if under 140knts ... although whoever thought that a 1.5km min viz was a good idea at 140knts (20secs) was an idiot!
Not necessarily. To go into the ATZ, then you are correct. If you are transiting class D CTR but outside the ATZ then you are still able to request VFR.
Thanks for this video, Terry. If my understanding is correct visibilty must be 5km for VFR in class D. The amendment on 21st May changed only cloud separation so in Class D you can now be just clear of cloud and in sight of the surface. So if visibilty was less than 5km (but at least 1.5km) then you could seek SVFR. Or am I completely wrong?
Pardon my ignorance being a non pilot but what are the actual avionic equipment differences between your previous plane and your current one? Can your new plane be equipped and certified for IFR given you already have the actual rating or doesn't it work like that? I suspect like the Vogons in Hitchhiker's Guide to the Galaxy.....bureaucracy is king! 😁
Can anyone provide a source for only one SVFR flight being allowed in controlled airspace at a time (Mentioned at 7:08)? This is something I already believed to be the case, but while studying for PPL I'm struggling to find any source for that rule. In fact everything I've found so far indirectly implies that multiple SVFR aircraft may coexist in controlled airspace.
I believe it is only one at a time, however not sure if they sector the airspace for example London Heli Routes in Class D operate multiple flights when EGLL is below VFR minima so they must be SVFR.
What you show on the animation about the atc “delaying trafic departures” because of special vfr is not correct in my view: they will not guide you to cross the axis of a departure runway, rather will make you cross over the airfield above circuit height. I do transition through Toulouse intl LFBO all the time in the busiest of days and they just let me cross straight overhead.
Interesting subject matter and considerations. As an ignorant numpty if I were granted VFR transit/penetration through CTR, I would have stated that I would need to manoeuvre around localised wx. And see what their reply/thoughts were. K.I.S.S?!
@@That_Girl_ATCO I've tied myself in knots in the past - I try to adopt KISS with such things now. Always good to get feedback from experienced pilots.
Terry you're most welcome, always good to hear from experienced pilots. It does amaze me though how many pilots go the long way around to avoid any such contact especially around military zones. Out of hours or down times they are often very helpful and pleased to help. My father and his friends were surrounded by MATZ's they had little choice 😉😉😆😆
As somebody who has been in aviation training (A380 instructor/examiner and FI) for 30 years, I must say that your videos have a great instructional aspect. Well done. Even us experienced instructor/examiners make mistakes; admitting to them and then correcting like you did, is all that is needed.
Thank you so much for your lovely comment Bjorn. Coming from someone with your experience means so much. Evolution is all about mistakes and learning to do things better. I don't mind making them once (as long as it doesn't kill me) but I won't tolerate doing it twice (as it means I learnt nothing).. Thank you again Bjorn.
In Canada (my experience, at least) we teach pilots that SVFR is a useful tool for landing or departing in marginal (and hopefully localized) conditions. With access to an excellent 3-screen x-plane-based flight 'sim,' I recently helped a local VFR pilot discover what it would be like to arrive and land in such limited vis. The main point he learned from the exercise is that with such limited visibility, it is likely that we will not be able to maintain the runway in sight even flying a normal circuit, and it's a good time to ensure we utilize all resources to get aligned for landing - like the heading indicator, and clock. Thanks for sharing. Great video.
Great comment thank you.
I love the way you own your mistakes and share them for others in public to learn from. Much respect, not many people could do that.
I'm getting a reputation 🙂
Grabbed a special when destination fell to 800’. Not a problem.
Hi Terry, I really love your content. I've been out of flying for 5 years and you're a big reason that I think I'll be resurrecting my PPL this year. Well done for posting the good and the bad points, we can all learn from each other's experiences and communicating about them. Some disappointing comments from some keyboard warrriors at the beginning of this video. Keep up the good work.
Excellent graphics there.
Thanks for the great footage 🤠
Cheers Jules
As they say, we learn something new every day. There’s a LOT to keep in memory for us pilots so, we make mistakes from time to time……. and that’s how we learn. As long as we keep them simple, non uneventful mistakes! I just found your channel and enjoy your videos. Thanks for sharing
Thank you Adam.
A very helpful video Terry. Well researched as always. I wonder how many of the Facebook commenters will take the time to watch. Well done and thank you!
Got my first dislike (milestone!), but part of me is like tell me what's wrong and I'll correct it or make it better. As being wrong is as just as much a harm to me as was to you. Marcus Aurelius one of the great Roman stoics said he made it a habit to always willingly explore the fact he could be wrong because of this reason.
@@stratotramp6243 Don't get disheartened you will never please everyone, but I agree feedback is better even if they tell you you are rubbish.
Thanks Tim, I'm always ready to learn and like you always say on your videos, "I don't claim to be a very good pilot", I wanted to say the same but didn't want to steal your line :-)
That was so informative! It’s an area I am definitely shaky on , probably as I have never had to use it. I was only talking to a fellow instructor the other day about it, so have a greater understanding of how to use it now. 😊. Thanks
Hey! Great video, subscribed straight away! I am fairly new (102 hours) helicopter pilot and in so many ways still feel like a complete novice in aviation. Infact just last Thursday I made a flight from Doncaster to Shobdon which was 1hr 20mins, with about 20 mins left to go I got a radio call from Shawbury (the local LARS) telling me that Shodbon were closing in 5 minutes (my flight was running behind schedule) and that I would not be able to land there and get avgas and then simply asking me to state my intentions. As I had not planned for an alternate aerodrome (mistake number 1), I was in a bit of a panic wondering what to do. After a few messages going back and fourth I was eventually able to get a "after hours" service from Shobdon, enabling me to land and get some fuel, a long with a 50 pound after hours charge and a small slap on the wrist from the airfield. Upon my return to Doncaster I was quite fatigued and was given taxi instructions from ATC which I read back correctly but then due to feeling over familiar with the airport, took the wrong taxi way without looking at the signs. ATC were extremely angry with me as you might expect and I was also extremely angry with myself for making such a foolish mistake. Since then I've been really beating myself up and it's taking everything I have to not throw in the towel and say "I'm not cut out for this, if I was then I wouldn't make these silly mistakes". Watching your video and reading the comments has not only been informative but also give me some reassurance that maybe people do make mistakes and it's ok as long as we learn from them. So thank you for the content which I will continue to watch with great interest!
Thanks Neil hope I get to keep your sub.
Making mistakes is part and parcel of flying. If you weren't cut out for it you would have given up hours ago, instead you have 102 hours of experience which is more than most people can claim. Being angry at yourself for making a mistake is understandable, although the biggest mistake here is arguably beating yourself up and end up never flying again! It's totally fine to make mistakes, everybody does it. Be kind to yourself and try not to judge yourself too harshly, remember why you fly, learn from mistakes, and do it all over again. Good luck!
I would hope that ATC at Doncaster were only noticeably angry with you AFTER you had landed, if at all. The controller's job is to ensure the safe and efficient conduct of flight and he or she ought to have directed you in a safe manner and perhaps expressed his upset only after you had landed and shut down the aircraft. ("Please contact me after you have shut down" would have done, after you had landed.) Last thing you needed at the time was to be told off, lost concentration, and then made a worse error.
Thanks for helping us all learn from your experience. I've used it only once as well, and that was in a paramotor in class A, but that's another story.
Cheers Giles, to make mistakes is humane or is it human :-) After 30+ years of flying I'm always getting it wrong but always strive to get it right. Thank you.
@@ShortField and that's the sign of a good pilot, always willing to learn.
Great video, educational for all pilots, even with 20 years experience it’s great to get quality input form others.
Thank you
Nice video Terry, and useful for many, including low-hours ATCO’s, whose appreciation of what thought processes go through a GA pilot’s mind on the subject could be broadened. I see it has already sparked a few questions re the CTR and ATZ; as has already been stated, flight rules in the ATZ and CTR are the same but the airport’s reported weather applies to the ATZ only so, even if the ATZ is suitable for IFR only, a pilot flying in the CTR but outside the ATZ can request a VFR or SVFR crossing clearance(a perfect example of this is seen in your video, where a large shower, fog bank or other feature can reduce the visibility below VFR minima but it’s perfectly clear elsewhere.
Your comment means alot Mike, thank you. I tried to fathom out why I made the request and in conclusion I was thinking as an IFR pilot and didn't want to be dancing all over the sky trying to get around weather under a VFR clearance and as I was getting close to the runway departure track. It was wrong but I even think the controller knew why I had asked for it which is why she kindly allowed it.
Great video. I've never used SVFR, still a new pilot to the UK, so this was very useful and educational.
Thank you Justin most appreciated comment.
Great video Terry. very informative. i am sure there will be many people benefitting from this.
Cheers Chris I always appreciate your support buddy.
Nice one Terry - Great content as always - Thanks and keep it up mate
Appreciated Chris, thank you.
Loving this content!
Nice explanation, in fact the whole social media thing got me revisiting the books to remind myself what SVFR is as I have never used it, so although it was harsh it was good for me that it provoked some debate.
Thank you so much, I think I learn more doing the videos than I would not. As a human I will make mistakes but I'm happy to admit to them and even happier to be educated. Thanks again for watching.
Great presentation and clear and easy to understand what you were explaining. Well done 👍🇦🇺
Thank you for your kind comments and for watching Michael.
Only asked for SVFR once and was granted it. Flying to Isle of Man for the TT. Weather everywhere else was good but localised near the airfield it had poor viz and a low cloud base. The controller made me hold for ages over the sea at low level before finally letting me in when all the IFR traffic quietened down. Thanks to your video I now know why he made me hold for so long at such a distance from the airfield ATZ.
That's really cool, I'd love to fly to the TT. Thanks Andy for your insightful and much appreciated comment.
Great video! I once requested a VFR ATZ transit in class D but was refused but offered a SVFR by the controller instead, could not for the life of me remember the rules of SVFR were, so I politely declined and flew around the zone! Back at home read the rules again, however the next time I need one I will have probably forgotten again.........
Thanks James. That's pretty much the same situation as I was in, I'd used SVFR so little that I forgot what it was for. Still, now I know :-). Thank you for the kind comments buddy.
Great video. To say you regret asking for SVFR should not preclude you for having it in your toolbox for next time. I get the feeling you fly a lot, there will be a next time.. I used to fly out of Jersey, you couldn’t go anywhere without a SVFR clearance. I get the feeling from the video you are a methodical planer. It makes me wonder if all the negative commentators are as meticulous. As I say, great videos. Thank you. 👍😎
Cheers Tony
Nice video, imforative clear and concise, always look forward to your videos
Very kind comment thank you Steve.
Here in France you can get special vfr guidance by the mere fact of being obliged to fly into a heading with a blinding sun straight in front of you.
Interesting enough. In America SVFR is one mile- clear of clouds. UKs SVFR is 1,500 meters - Clear of clouds. That is an America football field longer. 360 Feet goal post to goal post.
Strange that SVFR and even vFR has different definitions in different countries. In EASA land we even have different definitions in each state and European country. Thanks Josh
Good Video - respect for admitting a mistake (although it was a technical mistake with no adverse consequences) and seeking to correct it.
Russ as was pointed out to me by holding up departures there may have been some consequences, but I know what you mean.
Great video ! 👍
Thank you Lee
Great stuff Terry - hopefully helps many avoid getting heckled on Facebook haha!
Cheers Matt, total cock-up but at least I got to make a video out of it :-)
Another great video!
Thanks Ricky
That was interesting, and the graphics good Terry. One thing you didn’t cover at all though is the RADAR control you will get when crossing the CTR/ATZ. When you enter the CTR/ATZ on a VFR transit the controller advises you are now RADAR controlled and my understanding is that even though you’ve been given a max/min transit altitude and often a routing (eg. Cross via the 09 threshold), your routing is being controlled by ATC and if you want to deviate from your track/height you need to ask ATC. So in your first example, if there is rain showers in the way of your VFR track you can call ATC and request “request turn to waypoint/bearing to remain VMC” and the controller knows what’s happening. If you are under SVFR clearance (and RADAR) I would assume the same happens, except that its anticipated that you are going to be wanting to make more turns and the controller allocates you a wider circle of clearance from IFR traffic - i.e. key point is that under VFR or SVFR clearance with a RADAR service you can’t just fly where you want you have to request track/height from the controller.
Is that correct (esp SVFR), or does SVFR allow you to route yourself - i.e. its SVFR and not RADAR controlled?
I have only once requested and received an SVFR clearance over Luton when the cloud base was at something like 1500’ and the SERA rules applied. The controller seemed confused as to why I was requesting SVFR and I had to explain it was due to the cloud base, and I was granted the SVFR transit clearance. So from your video I now better understand why SVFR might be required - thanks !
Thank you Geoffrey I agree I didn't fully explain everything in this video and it could have been better. Thank you for the feedback and I'm always learning.
Hi Geoffrey, being under a radar control service doesn't necessarily mean that you have to ask for changes to direction or alt. All it means is that you have entered controlled air space and you are under a radar surveillance service.
If your clearance was "clear into the zone VFR not above 2000ft" for example, you can do as many orbits, turns and alt changes (below 2000ft) as you like.
If you were given "clear to cross the zone VFR not below 1000ft, via the 09 threshold" you must obviously try to do that, and let ATC know if you can't comply due to weather etc. But these are conditions of entry into the zone, rather than anything to do with being under a radar control service.
In short, you can basically do whatever you want unless there is a specific instruction from ATC to do otherwise (and you don't break any of the normal VFR rules)
If the UK had any class B airspace then you would have to fly the headings and alts etc assigned to you from ATC even if VFR and request any deviation you needed but we don't have class B so i guess we don't have to worry about that!
Have used special VFR for departure and landing in CTR only. I have never thought of the prospect of requesting such for the purpose of crossing, as I would just fly around weather or CTR. I actually thought it could only be used for entry or exit only. Thanks for reminding the rules 👍
Yes messed this up :-(
Thanks for that, I have never used SVFR and thought it was only for when the viz dropped to below 5km but remained above 1.5km if less than 140Kts. To to get us looking and learning / remembering.
I should have known better but I'm human and will always get it wrong, hopefully never wrong enough to kill myself :-) Thanks Algy.
@@ShortField it was good and got me checking the VFR rules to make sure I had them up to date in my head. Tipical CAA to jump forward then back but it was only by luck I saw the change back in June and not through the CAA.
Another great. video thanks
Hi Terry, non-UK ATCo here. I can't see anything what you could have done wrong. SVFR conditions over the airport = SVFR in the whole CTR. I don't know how is it in the UK, but I won't let you in CTR as a VFR if the conditions are not met, despite your actual visibility. And if it would be a complication for the ATCo, he/she won't give you the clearance. In my eyes and under our law, you did everything well.
Thank you Petr I was told off by other pilots that asking for SVFR is a no no they have to give. Thanks again and appreciate your informed comment.
Love your videos, can you point out where in the rules it says that only 1 SVFR A/C can be in the airspace at any given time? I'm settling an argument with a friend... 😅
Good to meet up on Saturday Aaron.
@@ShortField Likewise good to see you, hope you had a good flight, see you around!
I am assuming there is a transponder on board ? as when I crossed stansted in a weightshift, squarking is required and I know some dont have any transponders. any input most welcome.
Yes mode S.
nice video thanks for sharing
Cheers. Thanks for your interest.
Do dislike keyboard warriors… but fair play to you sir, we all make mistakes… to err is human… great learning video!
Thanks Neil, the day I stop learning about flying is the day I stop doing it for good. Thanks again for your support.
A note though .. the recent UK exemption to SERA for class D applies only to distance from cloud being reduced to clear of cloud and in sight of surface - Class D vfr still retains a 5km Viz requirement so if you want to go into class D and the viz is less than 5km but above 1.5km you will still need SVFR ..
Not below 140 knots Russ, I don't mind being corrected though.
@@ShortField For class D the exemption to SERA to be allowed to fly only 'clear of cloud and in sight of surface' only applies at below 140knts - above 140knts the SERA requirements still apply.. the 5km viz is still required whatever speed you are doing - see page 61 of the skyway code (image posed on the FB post).
@@RussPinder I saw that but this shows what a minefield it is because if below 140 knots you can cross VFR in anything over 1500m viz but ATC don't take that into consideration and may give a blanket closure to all VFR traffic across the CTR so your only option would be to ask for SVFR even though you don't technically need it. It's a mess no wonder we get it wrong.
That's in class G only that the VFR viz requirement is reduced from the SERA 5km min to the UK 1.5km min if under 140knts ... although whoever thought that a 1.5km min viz was a good idea at 140knts (20secs) was an idiot!
Not necessarily. To go into the ATZ, then you are correct. If you are transiting class D CTR but outside the ATZ then you are still able to request VFR.
Awesome graphics, fwiw. :)
Thanks for this video, Terry. If my understanding is correct visibilty must be 5km for VFR in class D. The amendment on 21st May changed only cloud separation so in Class D you can now be just clear of cloud and in sight of the surface. So if visibilty was less than 5km (but at least 1.5km) then you could seek SVFR. Or am I completely wrong?
If the vis is
Hopefully the ATCO's will confirm Andy.
@@ShortField 👋🏻 ATCO
@@That_Girl_ATCO I know, thank you.
@@That_Girl_ATCO Pretty sure the vfr/vmc rules for an atz within class D are the exact same as for the class D they are within.
Pardon my ignorance being a non pilot but what are the actual avionic equipment differences between your previous plane and your current one? Can your new plane be equipped and certified for IFR given you already have the actual rating or doesn't it work like that? I suspect like the Vogons in Hitchhiker's Guide to the Galaxy.....bureaucracy is king! 😁
Just the presentation, same data.
Can anyone provide a source for only one SVFR flight being allowed in controlled airspace at a time (Mentioned at 7:08)? This is something I already believed to be the case, but while studying for PPL I'm struggling to find any source for that rule. In fact everything I've found so far indirectly implies that multiple SVFR aircraft may coexist in controlled airspace.
I believe it is only one at a time, however not sure if they sector the airspace for example London Heli Routes in Class D operate multiple flights when EGLL is below VFR minima so they must be SVFR.
What you show on the animation about the atc “delaying trafic departures” because of special vfr is not correct in my view: they will not guide you to cross the axis of a departure runway, rather will make you cross over the airfield above circuit height. I do transition through Toulouse intl LFBO all the time in the busiest of days and they just let me cross straight overhead.
Wow!
I will test you on the contents at a later date, just to make sure you watched it all :-)
Interesting subject matter and considerations. As an ignorant numpty if I were granted VFR transit/penetration through CTR, I would have stated that I would need to manoeuvre around localised wx. And see what their reply/thoughts were. K.I.S.S?!
That’s the better option, to advise ATC that you need to avoid :)
I 100% agree and that's what I'll be doing in future. Thank you as always for your insightful comments.
No worries! VFR/SVFR is a bit of a headache, even for me and I deal with it daily
@@That_Girl_ATCO I've tied myself in knots in the past - I try to adopt KISS with such things now. Always good to get feedback from experienced pilots.
Terry you're most welcome, always good to hear from experienced pilots. It does amaze me though how many pilots go the long way around to avoid any such contact especially around military zones. Out of hours or down times they are often very helpful and pleased to help. My father and his friends were surrounded by MATZ's they had little choice 😉😉😆😆
Well, I'm glad someone explained SVFR in plain English 😂
Thanks Scott
I do SVFR often. It's not a big deal.
No you're right and I even managed to cock that up :-)
lol @ "No the weather is crap go away", to be honest "non-standard phraseology" could help in some cases!
Well that's basically what they want to say.
@@ShortField I liked the paraphrasing!