Portmoak Pilot's Information and Airfield Manual

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airfieldmanual:6._local_airspace_for_glider_pilots [2026/03/10 16:05] – [0.1 Airway TAY CTA sections A-D] katebairfieldmanual:6._local_airspace_for_glider_pilots [2026/03/10 16:08] (current) – [1. Summary] kateb
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-==== - Parachute drop zones ====+==== 6.2.7 Parachute drop zones ====
  
 Unless you have positive information that any drop zone is inactive you must remain outside a circle of 1.5 nm radius up to FL150 (FL120 for Fife (Glenrothes)) centred on each of the notified parachute sites. If you are within 3 nm of either Strathallan or Errol drop zones, they would appreciate a call on 129.905. You do //not// need an FRTOL to call on 129.905. If they do not reply, this does //not// mean that the zone is inactive. Glenrothes (“Fife Radio”) channel is 130.455. They will be expecting gliding activity up to the edge of their drop zone however a call on the radio is appreciated by them if you are close. Unless you have positive information that any drop zone is inactive you must remain outside a circle of 1.5 nm radius up to FL150 (FL120 for Fife (Glenrothes)) centred on each of the notified parachute sites. If you are within 3 nm of either Strathallan or Errol drop zones, they would appreciate a call on 129.905. You do //not// need an FRTOL to call on 129.905. If they do not reply, this does //not// mean that the zone is inactive. Glenrothes (“Fife Radio”) channel is 130.455. They will be expecting gliding activity up to the edge of their drop zone however a call on the radio is appreciated by them if you are close.
  
-==== - Active Airfields ====+ 
 +==== 6.2.8 Active Airfields ====
  
 The ATZs at the local airfields are active to 2000ft above each airfield. The zone at Leuchars is 2.5 nm radius, while Perth and Dundee are only 2 nm. Leuchars also has a MATZ. The ATZs at the local airfields are active to 2000ft above each airfield. The zone at Leuchars is 2.5 nm radius, while Perth and Dundee are only 2 nm. Leuchars also has a MATZ.
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 For these and indeed any other airfields you are flying close to, a simple call on the radio to let them know who and where you are and what you plan on doing goes down well. Plain English will suffice if you do not have a FRTOL. If you need to land at an airfield (with Perth being a popular spot) please call them. Arriving unannounced at an airfield is not only very poor airmanship but if that airfield has an ATZ, it contravenes air law. For these and indeed any other airfields you are flying close to, a simple call on the radio to let them know who and where you are and what you plan on doing goes down well. Plain English will suffice if you do not have a FRTOL. If you need to land at an airfield (with Perth being a popular spot) please call them. Arriving unannounced at an airfield is not only very poor airmanship but if that airfield has an ATZ, it contravenes air law.
  
-==== - Airway MORAY CTA ====+ 
 +==== 6.2.9 Airway MORAY CTA ====
  
 Airway MORAY CTA which runs N from the Scottish TMA is Class E+ (TMZ) airspace (note: TMZ means Transponder Mandatory Zone). The requirements for operating in this airspace are as follows: Airway MORAY CTA which runs N from the Scottish TMA is Class E+ (TMZ) airspace (note: TMZ means Transponder Mandatory Zone). The requirements for operating in this airspace are as follows:
  
-=== - Non-Transponder Equipped Gliders ===+=== 6.2.9.1 Non-Transponder Equipped Gliders ===
  
 VFR flights not complying with the notified SSR carriage and operation requirements require approval to enter Class E+ TMZ airspace. Such aircraft are required to be either in radio contact with the controlling authority or to operate in accordance with agreed procedures. VFR flights not complying with the notified SSR carriage and operation requirements require approval to enter Class E+ TMZ airspace. Such aircraft are required to be either in radio contact with the controlling authority or to operate in accordance with agreed procedures.
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 VFR flights operating without a functioning Mode S SSR transponder and in radio contact with the appropriate controlling authority may exceptionally, and as precaution to ensure safe integration of participating VFR aircraft in conflict with IFR traffic on the Class E+TMZ airway, not receive immediate approval to enter Class E+TMZ airspace. Should this occur, affected pilots will be informed of the reason(s) why. Approval to enter the Class E+ will follow as soon as possible thereafter. VFR flights operating without a functioning Mode S SSR transponder and in radio contact with the appropriate controlling authority may exceptionally, and as precaution to ensure safe integration of participating VFR aircraft in conflict with IFR traffic on the Class E+TMZ airway, not receive immediate approval to enter Class E+TMZ airspace. Should this occur, affected pilots will be informed of the reason(s) why. Approval to enter the Class E+ will follow as soon as possible thereafter.
  
-=== - Transponder Equipped Gliders ===+=== 6.2.9.2 Transponder Equipped Gliders ===
  
 VFR aircraft within Class E+TMZ airways shall carry and operate a Mode S Secondary Surveillance Radar (SSR) transponder. VFR flights do not require ATC clearance and, subject to complying with the notified TMZ requirements, do not require two-way communications. However in the interest of flight safety, at a minimum, it is advisable to maintain a listening watch on the appropriate channel. VFR aircraft within Class E+TMZ airways shall carry and operate a Mode S Secondary Surveillance Radar (SSR) transponder. VFR flights do not require ATC clearance and, subject to complying with the notified TMZ requirements, do not require two-way communications. However in the interest of flight safety, at a minimum, it is advisable to maintain a listening watch on the appropriate channel.
  
-=== - Summary ===+=== 6.2.9.3 Summary ===
  
 To summarise, as long as there are no exceptional circumstances ATC will not deny us access to fly within Class E+ TMZ airspace even if we do not have a working transponder in the glider. To summarise, as long as there are no exceptional circumstances ATC will not deny us access to fly within Class E+ TMZ airspace even if we do not have a working transponder in the glider.
  
-Refer [[f._moray_cta_radio_procedures]] on how to make the appropriate radio calls to access MORAY CTA when not transponder equipped.+Refer [[:airfieldmanual:f._moray_cta_radio_procedures|]] on how to make the appropriate radio calls to access MORAY CTA when not transponder equipped.
  
 Furthermore, on occasions, the base of the MORAY CTA airway is temporarily lowered at its southern end where it joins the TMA. The airway is not displayed on the CAA 1:500,000 chart South of the ERSON reporting point as its base is at FL195. When these occasional changes are notified by NOTAM, the base(s) in the southern section can be temporarily lowered by a significant amount – down to FL55 or 5500 feet in parts. Furthermore, on occasions, the base of the MORAY CTA airway is temporarily lowered at its southern end where it joins the TMA. The airway is not displayed on the CAA 1:500,000 chart South of the ERSON reporting point as its base is at FL195. When these occasional changes are notified by NOTAM, the base(s) in the southern section can be temporarily lowered by a significant amount – down to FL55 or 5500 feet in parts.
  
-==== - VFR flight above FL100 ====+ 
 +==== 6.2.10 VFR flight above FL100 ====
  
 GA aircraft and gliders operating VFR above FL100 are required to have and operate a transponder (Mode C or S). In Scotland the SGA has negotiated an exemption from this requirement for gliders only to enable wave flying above FL100 in Class G airspace, ref. [[https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=10324|CAA Official Record Series 4 No. 1483]], valid until 20 January 2022. This exemption has, to date, been renewed as required. The exemption is activated on a day-by-day basis via a NOTAM initiated by nominated individuals in the various Scottish clubs – to date this has been a relatively routine exercise. Unless this NOTAM is issued and activated, gliders should not climb above FL100 unless operating a transponder in mode C or S. GA aircraft and gliders operating VFR above FL100 are required to have and operate a transponder (Mode C or S). In Scotland the SGA has negotiated an exemption from this requirement for gliders only to enable wave flying above FL100 in Class G airspace, ref. [[https://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=10324|CAA Official Record Series 4 No. 1483]], valid until 20 January 2022. This exemption has, to date, been renewed as required. The exemption is activated on a day-by-day basis via a NOTAM initiated by nominated individuals in the various Scottish clubs – to date this has been a relatively routine exercise. Unless this NOTAM is issued and activated, gliders should not climb above FL100 unless operating a transponder in mode C or S.
  
-==== - Airway P18 ====+ 
 +==== 6.2.11 Airway P18 ====
  
 At the far eastern end of Strathmore, airway P18 makes landfall between Stonehaven and Montrose just prior to joining the Aberdeen CTA. Pilots using the Fordoun turnpoint, typically during NW wave flights, should take care due to its proximity to P18 and the CTA. At the far eastern end of Strathmore, airway P18 makes landfall between Stonehaven and Montrose just prior to joining the Aberdeen CTA. Pilots using the Fordoun turnpoint, typically during NW wave flights, should take care due to its proximity to P18 and the CTA.
  
-==== - Special Agreements (LoAs) ====+ 
 +==== 6.2.12 Special Agreements (LoAs) ====
  
 The four key Letters of Agreement (LoAs) for Portmoak are: The four key Letters of Agreement (LoAs) for Portmoak are:
  
-  - TAY CTA Gliding Area (the area in the Scottish TMA and TAY CTA airway)  +  - TAY CTA Gliding Area (the area in the Scottish TMA and TAY CTA airway) 
-  - LoA TRA(G) including the Portmoak Area (the wave box on top of the TAY CTA Gliding Area) and the Scottish wave boxes  +  - LoA TRA(G) including the Portmoak Area (the wave box on top of the TAY CTA Gliding Area) and the Scottish wave boxes 
-  - TAY CTA Airway Crossing procedures +  - TAY CTA Airway Crossing procedures
   - Crossing Edinburgh Class D airspace   - Crossing Edinburgh Class D airspace
  
-The various [[https://members.gliding.co.uk/library/loas/|LoAs]] are found on the BGA website; hard copies should be in the clubroom. A summary is attached in  [[E. Letters of Agreement]] – this is an overview and not a substitute for reading the individual LoAs.+The various [[https://members.gliding.co.uk/library/loas/|LoAs]] are found on the BGA website; hard copies should be in the clubroom. A summary is attached in  [[:airfieldmanual:e._letters_of_agreement|E. Letters of Agreement]] – this is an overview and not a substitute for reading the individual LoAs. 
  
-===== - Summary =====+===== 6.3 Summary =====
  
 Our airspace is relatively unrestricted, but fairly complex. Making sure that all pilots understand and observe the rules is essential if we are to at least maintain our present level of freedom. Our airspace is relatively unrestricted, but fairly complex. Making sure that all pilots understand and observe the rules is essential if we are to at least maintain our present level of freedom.
  
-//**SANT CERVANTES & JOHN WILLIAMS 2022**//+//**SANT CERVANTES & JOHN WILLIAMS 2022** //
  
-[[5. Airfield Operations]] | [[airfieldmanual:start#contents|Contents]] | [[7. Visitors]]+[[:airfieldmanual:5._airfield_operations|5. Airfield Operations]] | [[:airfieldmanual:start#contents|Contents]] | [[:airfieldmanual:7._visitors|7. Visitors]]
  
  
airfieldmanual/6._local_airspace_for_glider_pilots.1773158743.txt.gz · Last modified: by kateb