VBFC Training

VBFC Training

Introduction

Training with VBFC will be split into different stages; starting with basic VFR circuits and finishing with a full IFR flight.

Stage 1: VFR Circuit

When starting out, its best to steer well clear of any "big tin" (i.e. any big jets or commercial aircraft). It is best to start out flying a light aircraft, such as the default C172, or any other light aircraft you may have added into FS.

When flying VFR circuits, certainly at Bristol, and most other places, the circuits are carried out at a HEIGHT (not altitude) of 1,000ft. This means you fly 1,000ft above aerodrome level rather than above sea level. In this case, your height will be measured against the QFE; which is air pressure at aerodrome elevation. When flying on the QFE, your altimeter should read Zero on the ground. At Bristol, the QFE is minus 23 millibars from the current QNH (air pressure at sea level). The airfield elevation at Bristol is 622ft above mean sea level (AMSL), therefore, if you are flying 1,000ft height on the QFE, you will be approximately 1,600ft AMSL. The active controller will advise you of the QFE with your taxi instructions.

The QFE given will generally be the threshold QFE (so your altimeter will read zero at the threshold). The runway 09 QFE is -23 millibars as mentioned before (09 threshold elevation is 614ft AMSL). The 27 QFE however is -22 millibars as it is much lower than the 09 threshold (27 elevation is 601ft AMSL). So the QFE's differ by only 1 millibar. This will generally not be noticeable when flying. You could fly on either QFE and probably not notice much difference in height!

Once all of the above is understood; we are now ready to take our first VFR circuit. See the image below for a description of circuit patterns:

At Bristol, the circuit pattern is generally to the South of the aerodrome, unless otherwise specially requested, or at the discretion of the controller.

Visual circuits remain under "Tower" control at the airport. I.E. when you take off, you will not be handed to another controller, you will remain on that frequency. If Tower is inactive, but Radar is active, then they will assume top-down control.

If you are not too confident with QFE, you can of course use QNH but the circuit altitude will then become 1,600ft.

Here is an example of the radio communication involved when carrying out a VFR circuit (NB: you may start your engines at your discretion whilst parked on the Southside of the aerodrome):

A/C: "Bristol Tower good afternoon, GDIAT, PA28 on the Southside, request engine start"

TWR: "G-AT, Bristol Tower, hello, engine start approved"

A/C: "Start approved, G-AT"

A/C: "Tower, G-AT request taxi for VFR circuits"

TWR: "G-AT, taxi holding point Juliet X-ray, runway 27, threshold QFE 998 millibars"

A/C: "Roger taxi to Juliet X-ray for runway 27, QFE 998 millibars. G-AT"

TWR: "G-AT when instructed, left hand circuit VFR, squawk 7010"

A/C: "Roger, left hand circuit VFR squawk 7010, G-AT"

TWR: "G-AT, Readback correct, report ready for departure"

A/C: "Ready for departure, G-AT"

TWR: "G-AT, after the landing 737, line up and wait runway 27"

A/C: "Roger after the landing 737, will line up and wait runway 27, G-AT"

TWR; "G-AT, left hand circuit, surface winds 250 degrees, 10 knots, runway 27 you are cleared for takeoff, report downwind"

A/C: "Roger left hand circuit, cleared for takeoff, will report downwind, G-AT"

A/C: "Bristol Tower, G-AT downwind for touch and go"

TWR: "G-AT report final, you are number one"

A/C: "Report final, number one, G-AT"

A/C: "G-AT final runway 27"

TWR: "G-AT, cleared for touch and go runway 27, left hand circuit, winds 250 degrees, 12 knots, report downwind"

A/C: "Roger cleared for touch and go runway 27, left hand circuit, will call downwind, G-AT"

After this, the same process is repeated again. On downwind it is best to advise the controller of your intentions, I.E. do you wish to land, touch and go, or go around. Notice that the callsign gets abbreviated to G-AT; this is done at the controllers discretion, at times you may be asked to use full callsign when flying as a registration callsign as there maybe another aircraft with a similar callsign on frequency.

If you have any further questions, do not hesitate to contact a member of VBFC staff for help. Please ensure you are fully confident with the above before moving onto the next stage.

Stage 2: VFR Departure, Flight, and Rejoin

CONTENTS

Part 1

Introduction

1. Visual Meteorological Conditions

2. ATZ/MATZ Penetration

3. Prohibited/Danger/Restricted Areas

4. Equipment

5. ATSOCAS/LARS

6. Altimeter Setting

7. VFR Flight Plans

8. Squawking

Part 2

1. Illustration – Bristol to Compton Abbas

2. Illustration – Gloucestershire to Coventry

Part 3
Further in-depth description of VFR flight at Bristol.

Part 4

Departures and Joins (Airports Outside Controlled Airspace)

Introduction

The purpose of this guide is to provide for VBFC members new to the subject a quick and dirty guide to VFR flight planning in the UK. It assumes a basic knowledge of terms and procedures on the part of the virtual pilot but attempts to provide a number of references for him/her from which to seek more detailed information. It is important to stress that no part of this document should be used for real world flying; it is purely designed for flight simming.

The first part is not comprehensive in its approach and attempts to

deal with various common aspects of the subject but does not address those areas which are uncommon in virtual flight such as VFR flight above ten thousand feet and the like. Nor does it list all of the many exceptions to general principles.

The second part provides two practical examples of VFR flight planning and attempts to illustrate some of the principles enunciated in Part 1.

PART 1

1. Visual Meteorological Conditions (VMC)

VFR flight is permitted only in VMC. The following table defines VMC by classes of airspace. If these conditions cannot be met then the flight should not be undertaken or an IFR flight plan filed either before departure or en route (if conditions deteriorate).

BELOW 10000 FEET

Airspace Class	A	B	C	D	E	F	G
Vertical Separation from cloud	Not permitted	Clear of cloud	1000 feet	1000 feet	1000 feet	1000 feet	1000 feet
Horizontal separation from cloud	Not permitted	Clear of cloud	1500m	1500m	1500m	1500m	1500m
Visibility	Not permitted	5 kms	5 kms	5 kms	5 kms	5 kms	5 kms
Speed	Not permitted	Below 250 kts	Below 250 kts	Below 250 kts	Below 250 kts	Below 250 kts	Below 250 kts
Radio/ATC Clearance	Not permitted	Required	Required	Required	Not required	Not required	Not required

BELOW 3000 FEET AMSL

Same as above but remain clear of cloud, within sight of the surface and within a visibility of 5 kms.

2. Airfield Traffic Zone (ATZ)/Military Airfield Traffic Zone (MATZ) Penetration

An ATZ’s airspace is defined as that area extending from the surface to 2000 feet above the airfield with a radius of 2.5NM.

Exception: Airfields in Class D airspace such as Bristol have their own airspace as defined by their CTA/CTZ. (Ref UK AIP ENR 1.4)

Contact the relevant ATC 15NM or five minutes flying time before penetration of the zone.

A MATZ’s airspace is defined as that area extending from the surface to 3000 feet above the airfield with a radius of 5NM. The stubs or panhandles (see diagram above) are 5nm runway centreline extensions with a width of 4nm and a vertical limit of between 1000 and 3000 above airfield height.

Contact the relevant ATC 15NM or five minutes flying time before penetration of the zone. An example of R/T phraseology would be something like:

Aircraft: “Brize Radar, Clifton XX, request MATZ penetration”

ATC: “Clifton XX, Brize Radar, pass your message”

Aircraft: “Clifton XX, Cessna 172, 15nm southwest of the zone, heading 045 degrees, altitude 2000 feet, destination Oxford, Kidlington.”

i.e. aircraft type, position, heading, altitude, intentions (destination).

Comply with any instructions issued by ATC
Maintain a listening watch on the frequency
Advise ATC when clear of the MATZ

A list of MATZ can be found (AIS ENR 6-2-2-3-1)

3. Prohibited/Danger/Restricted Areas

(Ref UK AIP ENR 5-1)

Check the chart (ENR 6-5-1-1) provided by AIS or up to date VFR charts for current restrictions. Plan the flight to avoid such areas.

4. Equipment

Radio is mandatory for flight within controlled airspace. Conversely, there is no requirement to carry radio outside controlled airspace.

Mode A and C transponders are not generally required for VFR flights outside controlled airspace below 10000 feet but there are exceptions (Ref: AIS – Guide to Visual Flight Rules in the UK). See the section below under Squawk Codes.

5. Air Traffic Services Outside Controlled Airspace (ATSOCAS)/Lower Airspace Radar Service (LARS).

The old provisions of ATSOCAS (FIS, RAS and RIS) were scrapped in March 2009. The following four services are the new, revised services available from ATC to assist aircraft flying outside controlled airspace. It is strongly recommended that you follow the interactive link from the CAA. It is very informative and clear. Try the self test at the end.
http://www.airspacesafety.com/content/atsocas.asp

It is the pilot’s responsibility to decide which service is the most appropriate in the circumstances.

Traffic and terrain avoidance is ultimately the pilot’s responsibility in each case.

Each service is available in VMC/IMC.

Basic Service
•   Not appropriate in IMC where an alternative service is available
•   May require a transponder code if allocated by ATC.
•   Provided by controllers and by Flight Information Service Officers (ie those with “Info” appended to their callsigns) though the latter will only offer the service outside the aerodrome environment.
•   Advice passed on weather, changes of serviceability of facilities at airfields, conditions at airfields and general activity information.
•   Advice may be passed on general (not specific) traffic activity.
•   Agreement can exist between the pilot and ATSU to restrict the aircraft to a level, level band, heading, route or operating area otherwise a pilot is free to change heading, level and route without advising ATC.

Traffic Service
•   Surveillance derived traffic information, without deconfliction advice, is passed to the pilot
•   May not be appropriate for IMC
•   Agreement can exist between the pilot and ATSU to restrict the aircraft to a level, level band, heading, route or operating area. Aircraft may not change level, heading or route without advising ATC.

Deconfliction Service
•   Consists of a Basic Service, traffic information and traffic deconfliction advice.
•   Instructions to follow headings and achieve levels may be passed which the pilot may disregard providing he notifies ATC of the fact.
•   May require flight in IMC.
•   Terrain avoidance advice is passed in circumstances where it is above the ATSU’s safe terrain level.
•   No changes in heading or level are allowed without receiving a response from ATC unless safety is likely to be compromised.

Procedural Service
•   Non-surveillance service.
•   Provides deconfliction minima against other traffic using a procedural service.
•   Pilot may be required to fly in IMC.
•   Pilot may be required to follow radials, track and time allocations.
•   Pilots who do not require deconfliction advice should not request a procedural service.

Practical Considerarions
When might you wish to use a particular service and why choose one over another?
Let’s imagine the weather is fine and visibility good. Since you are keeping a good lookout (aren’t you?) you only really require a basic service. You are probably going to see other aircraft before the point at which ATC will give you deconfliction advice with the higher levels of service; but you may wish to know that the circuit is active at so and so airfield.
If the weather is not quite so good, then maybe a traffic service is more appropriate. You may want to know what traffic is in your vicinity but not receive deconfliction advice which may restrict you to a ceratin altitude, heading or other restraint requested by ATC. Bear in mind that the service may not be appropriate for IMC.
So, the weather is not so good or you are flying IMC. Time to look at a deconfliction or procedural service. Which one, do you think? If you do not want deconfliction advice, then do not choose a procedural service. Althought Vatsim pilots are generally considered to be IMC rated, you should not choose either of these services if you want to remain in VMC; there is a possibility that you might be directed into instrument conditions by ATC. The main criterion is that you want traffic avoidance advisories but, if not sufficient, do you also require instructions to follow certain headings, levels etc to avoid such traffic. It’s up to you but in a busy environment, lousy weather or maybe at high altitude where there may be fast jets hammering along a procedural service would be the likely candidate for you and the safety of your aircraft and passengers.

6. Altimeter Setting

Altimeters should be set to the QNH or QFE at the departure airfield initially. Then:-

· When flying below the transition level in the UK, the altimeter should be set to the QNH pressure relevant to that area in which the flight is taking place, eg Portland, Cotswold, Barnsley, Chatham, etc Altimeter Setting Regions (ASR’s).

The pressure information can be obtained from the nearest ATSU.

· When approaching destination, set to QNH or QFE of destination airport.

7. VFR Flight Plans

It is not mandatory to file a VFR flight plan (see exceptions below) but it is advisable so that the rescue services know roughly where to find your human remains in the event of a disaster!

Exceptions occur where the flight is to be conducted in Class B to D airspace or where it will leave the UK FIR boundary.

8. Squawking

Certain airports, Bristol for instance, require pilots to squawk standby while in their zone but may provide a code for identification if providing a Radar or Flight Information Service outside the zone. Otherwise, there is no requirement for VFR aircraft to squawk outside controlled airspace (exception, when entering a UK FIR from a non-radar environment, sq 2000). However, when flying VFR outside controlled airspace and squawking mode C, you should squawk 7000 (the VFR conspicuity code) unless issued a squawk by ATC.

Part 2

1. Illustration – Bristol (EGGD) to Compton Abbas (EGHA)

Initial considerations

· Can the flight be conducted under VMC?

· Altitude

· Airspace en route

· Prohibited/restricted/danger areas en route

· Will ATSOCAS be required?

Planning

· Check the weather for VMC

· Draw lines on the VFR chart (1/2 or ¼ mil) connecting the way points selected – in this case, there are two: Chew Valley Lake to accomodate the Bristol VRP departure and Wincanton Racecourse (chosen because it stands out quite well in the Justflight VFR Photographic Scenery package).

· Calculate the true headings. Wincanton R/C is about 156 degrees from the VRP and the next leg to EGHA is about 123 degrees.

· Adjust the headings for magnetic variation (about 3.5 degrees west in this part of UK). Remember the doggerel, “east is least, west is best”. Add the variation to get 160 and 127 degrees respectively.

· Calculate the distances and estimate the approximate time en route so that, if you exceed the ETA, you know you have to take some remedial action.

· We will choose 2000 feet as our altitude

· Any airspace or P/R/D areas? We will just clip the Yeovilton panhandle (see Part 1-2 above) and would be required to call their ATC unit for MATZ penetration but as it is so marginal, the more practical solution would be to edge slightly east as we approach the racecourse to avoid the zone entirely. Your decision. Take a look at ENR 6-5-1-1 for P/R/D areas. None to affect us.

· Bristol Radar, if online, will automatically provide a FIS or RIS, if requested, to about 30/40 miles out and we will be talking to them anyway for the departure. It is assumed that standard VRP departures are fully understood.

· Make out your own flight plan sheet.

· Enter your flightplan into Squawkbox. The routeing section will be simply “via Chew Valley VRP and Wincanton Racecourse”.

· No ATC at EGHA though it is just possible but unlikely you will get an airfield traffic service, but it can only advise local conditions and clear you to land “pilot’s discretion”.

· Go fly.

2. Illustration – Gloucestershire (EGBJ) to Coventry (EGBE).

Procedures are similar to Illustration 1 above but the following points demand consideration.

· The direct route, if we choose to take it goes directly through the restricted airspace around Long Lartin Prison (near Evesham). A check of R204 in ENR 6-5-1-1 states that the restriction applies to helicopters only so you won’t be organising any jailbreaks. (It has happened!)

· Birmingham CTA airspace will figure in our plan. Coventry is in it so it cannot be avoided although the outer section of the CTA is 3500 feet to FL45 and we could fly underneath it without having to contact Birmingham Radar. What’s the betting he asks you to call him though. Coventry is in the section of the CTA 1500 feet to FL45 so we could, if we wished, skirt round a bit to the east and go below 1500 feet to avoid contact though we would still have to talk to Coventry, if online. But we fly online for the fun of having ATC, do we not? So let’s call Birmingham Radar as we approach Evesham or when we are released from the Gloucestershire frequency. Remember: aircraft type, position, heading, altitude, intentions (destination). If no ATC is online, then you can do your own thing but do try to be realistic.

Part 3

At Bristol; you must depart VFR via a visual reference point (VRP). There is a map showing these VRP's in the Pilots section of the VBFC website. Once at the VRP, using maps etc, you can plot a direct course to your destination, taking into account other Control Zones etc and restricted/danger areas.

The standard VFR departure at Bristol is that you depart and fly direct to the VRP, remaining not above 2,000ft QNH initially, then report to the controller that you are at that VRP. You may possibly climb higher later in your flight, depending on the traffic around you of course!

Once you are at your departure VRP, and you have reported back to the radar controller, you may be asked what your next reporting point is. What you then need to do is look at your map (providing you have one!) and see what the next VRP or town/city/landmark is on your requested route, then report this back to the controller.

You may also be asked "what is your requested routing, and maximum operating altitude?" a common mistake made here is pilots thinking they are being asked the altitude limit of their particular aircraft. What the controller wants to know is the maximum altitude you will be flying at during your flight. As for the requested routing, look at your plotted route on the map and look for any VRP's, towns, cities or landmarks that may lie on the route, and report some of them back to the controller, mainly those that may involve you changing course/heading.

Of course, if you are departing Bristol and returning to Bristol, you can just advise the controller of your intentions for the local flight, for example general handling up to a certain altitude in a certain area.

When departing VFR, you must either state the VRP in your flightplan, or "book-out" with the controller on R/T. Booking out should include the following information:
VRP
POB (Persons on board)
EET (Estimated en route time)
END (Fuel endurance)
Aircraft Type
IFR or VFR

An example of booking out phraseology is as follows:
A/C: "Bristol Tower, GGFCB"

TWR: "G-CB Bristol Tower, pass your message"

A/C: "G-CB booking out, type PA28, one POB, en route time 30 minutes, fuel endurance 2 hours, Cheddar departure VFR"

TWR: "G-CB all copied, report ready for startup"

A/C: "Wilco, G-CB"

Post booking out, here is an example of the ATC phraseology for a VFR flight departing from and returning to Bristol:

A/C: "Bristol Tower, GGFCB, PA28 on the Southside, request startup"

TWR: G-CB, Bristol Tower, hello, start approved"

A/C: "Start approved, G-CB"

A/C: "Tower, G-CB, Request taxi"

TWR: "G-CB Bristol Tower, taxi holding point Juliet X-ray runway 27, QNH1015"

A/C: "Roger taxi Juliet X-ray for 27, QNH1015, G-CB"

TWR: "G-CB, when instructed; standard Cheddar departure, not above 2,000ft, VFR. Squawk 5070"

A/C: "Roger, Standard Cheddar Departure, not above 2000ft. Squawk 5070. G-CB"

TWR: "G-CB readback correct, report ready for departure"

A/C: "Wilco, G-CB"

A/C: "Tower, G-CB, Juliet X-ray, ready for departure"

TWR: "G-CB line up runway 27, with a left turn out to Cheddar, you are cleared for takeoff, surface winds 220 degrees, 10 knots"

A/C: "Cleared takeoff 27, left turn to Cheddar, G-CB"

TWR: "G-CB contact Bristol Radar 125.65 goodbye"

A/C: "125.65, G-CB goodbye"

A/C: "Bristol Radar, GGFCB, departing via Cheddar"

RAD: "G-CB, Bristol Radar hello, basic service, report at Cheddar"

A/C: "Basic service, wilco, G-CB"

A/C: "Radar, G-CB passing Cheddar"

RAD: "G-CB roger, report your maximum operating altitude and requested routing"

A/C: "G-CB is general handling to the South, remaining not above 3,000ft"

RAD: "G-CB roger, remain outside controlled airspace, the Portland regional pressure setting is 1011, and for identification only squawk 5054"

A/C: "Roger will remain clear of controlled airspace, Portland 1011, and squawk 5054, G-CB"

RAD: G-CB correct, report ready for rejoin, no traffic to affect"

A/C: "G-CB wilco"

A/C: "Radar, G-CB is abeam Glastonbury, we are ready for rejoin"

RAD: "G-CB, When instructed, standard Cheddar arrival VFR, not above 2,000ft, Bristol QNH 1015"

A/C: "Roger Cheddar arrival VFR, not above 2,000ft QNH 1015, G-CB"

RAD: "G-CB, correct, report approaching Cheddar for rejoin"

A/C: "Will remain outside of controlled airspace, and we will call approaching Cheddar, G-CB"

A/C: "Radar, G-CB approaching Cheddar for rejoin"

RAD: "G-CB, remain outside controlled airspace and contact Bristol Tower for onward clearance, 133.85 goodbye"

A/C: "Roger, contact tower for onward clearance, 133.85 and remain clear of controlled airspace, G-CB, goodbye"

A/C: "Bristol Tower, G-CB at Cheddar for rejoin"

TWR: "G-CB, enter controlled airspace, route towards Chew Valley* to join Left Base runway 27, threshold QFE 993 millibars, report final, you are number one"

A/C: "Roger enter controlled airspace, route towards Chew Valley to join left base runway 27, QFE 993 millibars, will call final, G-CB"

A/C: "Tower, G-CB, final runway 27 to land"

TWR: "G-CB, cleared to land runway 27, surface winds 230 degrees 8 knots"

A/C: "Cleared to land runway 27, G-CB"

<Lands>

TWR: "G-CB vacate left taxiway Hotel, taxi Southside parking"

A/C: "Left onto Hotel, taxi Southside parking, G-CB"

*Route towards Chew Valley to join left base does not mean you must turn left base overhead Chew Valley Lake, it simply means fly towards Chew Valley Lake until you are ready to join base.

Part 4

Departures and Joins (Airports Outside Controlled Airspace)

Before planning the departure always check the relative airport site on the VATSIM UK website for local rules.

1. Departures from controlled airports

Booking Out

Having filed a flight plan, it is often of help to the controller if the pilot “books out”. This is a short resumé of the flight and other relevant details and is achieved on VATSIM by sending him a private message. A common example would be, “Clifton XX, booking out, VFR to Exeter, two POB (persons on board), endurance three hours, max operating altitude 3000 feet”. I have found from experience that the odd controller here and there is unfamiliar with the concept but VATSIM supports it and the pilot can hardly be held responsible for gaps in the formers knowledge. It should however be understood that the procedure is far from mandatory and few pilots use it in practice – probably because the majority do not bother to research.

Departure

With engines running (there is no requirement to request start-up) contact the controller for taxi and depart in accordance with instructions, taking care to follow any local noise abatement rules. Request a Basic or Traffic Service, if desired, when leaving the airport traffic zone.

Example

Clifton XX: “Gloucester Approach, good morning, Clifton XX”

Glos App: “Clifton XX, Gloucester Approach, good morning, pass your message”.

Clifton XX “Clifton XX is Beech Baron at the Tower Apron, VFR to Shobdon, Information Charlie received”.

Glos App: “Clifton XX, Taxi Alpha one for runway 27, QNH1025”
Clifton XX: Reads back

Holding at Alpha one:

Glos App: “Clifton XX, after departure and following the noise abatement procedure, right turn out on track Shobdon”.

Clifton XX: Reads back

Glos App: “Clifton XX, winds 280 at 5 knots, runway 27, cleared take-off”.

Clifton XX: “Cleared take-off 27, Clifton XX”.

In rare instances, aircraft may be directed to make a downwind, crosswind or even an overhead departure. In the first two cases, join the circuit after take-off and depart the ATZ while on the crosswind or downwind legs respectively. In the third case, climb in the circuit (usually to 2000 feet on the QFE) and depart from the overhead.

2. Departures from uncontrolled airfields.

This type of airport is generally small and does not provide ATC. Sometimes, however, the fixed base operator on the field will provide information on request such as weather details, activity in the circuit and consents to depart or land at the pilots discretion. Examples would be the gliding site at RAF Bicester, when during gliding competitions; visiting power pilots can obtain airport information in a very busy environment. The Air Training School at Enstone airfield in Oxfordshire provides a similar service on a day to day basis. It is important to note that anything said by the radio operator on the airfield is by nature advisory only; under no circumstances should it be considered as control over aircraft.

Example

Clifton XX: “Bicester Radio, Clifton XX, Piper Cherokee, runway 36, for departure”.

Bicester: “Clifton XX, winds at Bicester are light and variable, departure at pilot’s discretion (NB NOT CLEARED FOR TAKE-OFF), be advised competition finishers expected in about ten minutes from the east, otherwise nothing in the circuit”.

Clifton XX: “Roger, Bicester, Clifton XX departing”.

3. Arrivals at controlled airports

A radio call should be made to the controller about five minutes or fifteen miles (minimum) before the airport to advise inbound, at which point it should be agreed with him what sort of arrival is going to take place (ie standard overhead, downwind join etc). The aircraft will usually be told to proceed inbound and to report visual with the field, then to execute whatever join procedure has been agreed, to report final eventually and lastly cleared to land.

Note on procedure for flying standard overhead joins

See the above diagrams.

Fly into the airport overhead.

Descend on the deadside of the field (ie the opposite side to that on which current circuits are being executed).

Fly the “pattern” on the dead side so that you arrive upwind (downwind and you’re stuffed!)

Try and fly a squarish pattern as far as is possible to arrive over the upwind threshold at circuit height.

Execute the remainder of the circuit pattern normally on the “live” side.

Example

Note: airports having their own controlled airspace do not usually employ a standard overhead join. For example, Bristol, in Class D airspace, does not.

About five minutes or fifteen miles from destination airport:

Clifton XX: Gloucester Approach, good morning, Clifton XX

Glos: Clifton XX, Glos App, mess your passage

Clifton XX Clifton XX is Cessna Skylane approaching Sharpness, at 3000 feet on the QNH 1015 mbs, information delta, requesting joining instructions (or requesting standard overhead join, or direct join or whatever, if you wish to lead the controller into giving you the arrival you want).

Glos Clifton XX, standard overhead join at 2000 feet on the Glos QFE 1012 mbs for runway 18, left hand circuits. Report field in sight.

Clifton XX Reads back

When field in sight

Clifton XX Glos App, Clifton XX, field in sight.

Glos Clifton XX, Report in the overhead.

Clifton XX Wilco, Clifton XX

In the overhead

Clifton XX Glos, Clifton XX in the overhead, 2000 feet on the QFE 1012

Glos Clifton XX, descend on the deadside, report downwind

Clifton XX Reads back.

Downwind

Clifton XX Glos, Clifton XX downwind for 18 to land.

Glos Clifton XX, report final

Clifton XX Wilco

On final approach

Clifton XX Final, Clifton XX

Glos Clifton XX, winds 190 at 5 knots, runway 18, cleared to land

Clifton XX Cleared to land 18, Clifton XX.

4. Arrivals at uncontrolled airports

See Part 4-2 above.