Controlled airspace incursions are a hazard to everyone’s safety.
An air traffic controller in Hamilton Tower observed a VFR helicopter tracking towards the control zone boundary. They attempted to make contact with the pilot, but received no response.
The controller then switched from the tower frequency to the Common Frequency Zone (CFZ) frequency, says Scott Cowley, Team Leader, Hamilton Tower.
“The controller made a general broadcast but still received no response.
“The controller suggested that if the pilot could hear the tower, they should track toward the north to avoid controlled airspace, or contact Hamilton Tower for clearance through the control zone.”
The aircraft made a course change but it was now indicating 400 feet above the maximum altitude of the northern VFR transit lane, and was again at risk of entering controlled airspace without a clearance.
“Further calls were made on the CFZ frequency, suggesting alternative tracking to avoid tracking through the northern control zone,” says Scott.
“They did adjust course, but still flew over the corner of the control zone."
Fairly common
“Controlled airspace incursions are fairly common, not just in Hamilton but also in other areas of controlled airspace throughout the country. They pose a hazard to other aircraft operating within controlled airspace,” says Scott.
Most airspace incursions will be into controlled airspace (although a smaller proportion, about 10 to 15 percent, will be into military or danger areas).
“Even where these scenarios do not result in an airspace incursion, they can impact controller and pilot workload.
“The airspace immediately around a control zone can often see high concentrations of VFR aircraft as they enter or leave the zone. At Hamilton, this can often be the case in the vicinity of Temple View to the west and Cambridge to the east.
“Everyone is trying to do the right thing, but pilots transiting close to the airspace boundary, and aircraft entering or leaving controlled airspace, may be on different frequencies in the same airspace,” Scott explains.
The role of technology and flight planning
Part of the challenge may come from the technology some pilots are relying on.
“There is excellent technology available today, with GPS navigation providing pilots with valuable tracking information. But it’s important not to become over-reliant on the ‘magenta highway’. Pilots should also consider how tracking tightly around controlled airspace may impact other users,” says Scott.
“Ensuring maps and charts are kept up-to-date is critical.”
Another potential factor is the size and shape of control zones and VFR transit lanes.
“Control zones, in general, are quite small these days. So, if you’re transiting around the immediate boundary, you may be close to the aerodrome circuit or the airfield itself.”
VFR transit lanes are designed to allow transit through control zones without reference to ATC. However, Scott notes that pilots need to remain aware of the lateral and vertical boundaries of these transit lanes.
“Transit lanes are critical areas near controlled airspace that often see multiple aircraft passing through. They are typically designed to fit beneath IFR approach profiles, meaning they may have relatively low ceilings with lateral boundaries that are not always easy to determine visually.
“In Hamilton, both transit lanes extend only up to 1000 feet, which translates to a maximum of 800 feet AGL. Pilots should also remember that transit lanes (active by day only) are uncontrolled airspace where they are responsible for maintaining separation from other aircraft.
“If pilots want to operate within controlled airspace itself, they need to get clearance from Airways.”
Scott encourages pilots to contact the appropriate tower or surveillance controller, if they’re unsure about anything, including what airspace they’re in.
“It’s free to call us. You’re charged only if you enter controlled airspace.
“We’re on the same team, and we’re here to help whenever we can.”
The bigger picture – flight planning and situational awareness
Airspace infringements are a nationwide concern, says David Wiman, Operational Safety Advisor for Airways.
“A lot of it comes down to flight planning. When pilots do not have full situational awareness of their location, they may not allow themselves a sufficient buffer or margin for error.
“Many pilots may be flying down the line because their GPS tells them they can, but this increases the risk of airspace incursions.
“Each airspace incursion presents a safety issue. It creates significant workload and distraction for controllers,” says David.
“We have to ensure that controlled aircraft remain clear of the infringing aircraft. We don’t know if the aircraft that has entered controlled airspace is going to climb, turn, or descend.
“Controllers must shift their attention to the infringing aircraft, which can divert focus from other critical tasks.
“Many pilots never even know they’ve busted airspace.
“It can have a big impact on them when they find out. Sometimes they just can’t believe they’ve made such an error.
“They’ll tell us afterward they realise they have done something really bad. They have a sense of impending doom about the potential consequences.”
However, Airways only ever wants to establish two-way comms with pilots and offer a solution.
“It’s about avoiding that worst possible outcome, so we need to know if you need assistance and what your intentions are,” says David.
A collaborative approach to airspace safety
Airways says maintaining situational awareness and communicating effectively creates a safer airspace for everyone.
By planning flights carefully, staying within designated airspace boundaries, and using ATC support when they need it, pilots can improve both their safety and that of others.
Airways would like to continue to collaborate with pilots on operational procedures, and airspace design and safety.
Airways: Contact page(external link)
Footnote
Photo courtesy of Scott Cowley.