FAQ’s for class d
This page will continually be added to as new information becomes available, or new questions arise.
Last Update: 04/10/2023
FREQUENTLY ASKED QUESTIONS
WHAT CHANGED ON THE 27TH FEBRUARY 2020?
Farnborough submitted an Airspace Change Proposal (ACP) in 2012 which was approved in summer 2019. This proposal created two control zones (CTRs) and 9 control areas (CTAs) designated as Class D or Class E airspace. A map of this airspace is shown to the right. Green areas are Class D, and blue are Class E.
HOW DOES THIS AFFECT BLACKBUSHE?
Part of the Blackbushe ATZ is now within the Farnborough CTR (Class D). This area is the southern most section and covers all of the downwind leg of the Blackbushe circuit. To deal with the implications of this, a Local Flying Area (LFA) has been created.
WHAT IS THE LOCAL FLYING AREA (LFA)?
The Local Flying Area is shown in the diagram to the right. As agreed in a Letter of Agreement (LoA) between Blackbushe and Farnborough, aircraft can operate within this LFA without being in direct communication with Farnborough when Blackbushe ATSU staff are present. It is available from surface to 2000ft AMSL (1675ft AAL) to VFR flights. For SVFR and IFR see later.
WHY COULDN’T A CUT-OUT OF THE CTR BE MADE TO LEAVE THE BLACKBUSHE ATZ AS CLASS G?
Unfortunately this does not comply with the design criteria for CTRs as defined in appropriate regulation.
HOW IS THE LFA ACTIVATED?
Each morning, Blackbushe ATSU will contact Farnborough to activate the LFA, and will deactivate it at the end of the day.
WHAT ABOUT OUT OF HOURS FLYING (OOH)?
The LFA will be activated by pilots on an individual basis. It can be activated by phone (on the ground) or on frequency (in the air). Likewise, it needs to be deactivated once the aircraft has landed or left the LFA. See the OOH Policy for more details. Remember - OOH flying is only available to registered users with an ID Card and OOH Privileges.
WHAT FLIGHT RULES APPLY IN THE LFA?
Class D flight rules apply. These are contained in SERA.5001 and are modified by the Aviation Safety (Amendment) Regulations 2021.. This means to operate VFR within Class D airspace, pilots will be deemed to have complied with the requirements of SERA.5001 when operating at or below 3,000 ft AMSL or 1,000ft above terrain, whichever is the higher, if they are flying:
During day only;
Indicated airspeed of 140 kts or less;
Remains clear of cloud with the surface in sight and;
For aircraft other than helicopters, with a flight visibility of at least 5 km;
For helicopters, with a flight visibility of at least 1,500 m.
WHAT CAN I DO IF THE CLOUD PRECLUDES VFR OPERATIONS?
Procedures are in place for operating under Special VFR Rules (SVFR) within the Blackbushe LFA. The decision on whether SVFR rules are to be followed is linked to the Farnborough METAR and will be instigated by Farnborough. Blackbushe ATSU will inform you if Farnborough have initiated SVFR operations and relay a clearance as appropriate.
WHAT VISUAL AIDS ARE THERE TO DEFINE THE CIRCUIT?
Downwind leg is defined at the western end by The Elvetham Hotel, a large manor house with expansive grounds. Turns should be well to the east of the Hotel.
At the eastern end, it is defined by Hawley Lake. Again, turns should be well to the west of the lake.
Along the southern edge, there is a set of overhead power lines which are approximately 500 metres north of the M3. Pilots should remain north of these.
CAN I AVOID THE LFA ALTOGETHER?
For departures on Runway 25, yes you can depart to the west, making a slight right turn (north) to avoid overflying Hartley Wintney, and there is no need to use the LFA. For Runway 07, you cannot turn left on departure due to Yateley noise abatement, so access to the LFA is needed. For arrivals on both runways, you’ll need to use the LFA.
WHAT HAPPENS IF I WANT TO DEPART OR ARRIVE AT BLACKBUSHE WHEN FARNBOROUGH IS CLOSED?
The airspace is in place whilst Farnborough is open. This is from 07:00-22:00 Mon-Fri, and 08:00-20:00, Sat-Sun and public holidays. Outside these times the airspace reverts to Class G airspace with the exception of the Farnborough ATZ which is H24.
VISITING PILOTS FAQS
We recognise for some visiting pilots, the presence of some complicated airspace might be off-putting. We don’t want it to be. Operating within the ATZ is largely unaffected.
HOW DO I JOIN / DEPART FROM THE NORTH / WEST?
When joining, if you are coming from the North or West, we ask you to position to the north west and join avoiding Yateley and other noise abatement areas. Descend on the deadside, and integrate into the circuit direction. When departing again, if going to the North or West, you’ll be straight out on Runway 25, or climbing out of the downwind on Runway 07.
See our VFR Procedures Page for diagrams and more info.
HOW DO I JOIN / DEPART FROM THE SOUTH / EAST?
If coming from the South or East, you’ll have been issued with a clearance from Farnborough when entering their controlled airspace. You’ll most likely be routed out of the CTR via the two VRPs to the South (Fleet Pond or M3 Junction 4) after which you contact Blackbushe for information, and join overhead at 1600ft AAL. (1925ft AMSL) Descend on the deadside to integrate with the circuit.
Please take care when joining to remain SW of the disused runway 14/31 which is a prominent ground feature. Areas to the NE of this are noise abatement, and overflights of this area inevitably generates noise complaints.
When departing again, ask Blackbushe ATSU for a clearance which we will get for you whilst on the ground. You’ll be issued with one of two standard clearances to either Fleet Pond or M3 Junction 4 and asked to hold North of them. In reality, you will get airborne and switch to Farnborough, who will look to get you through a gap in the IFR traffic in and out of Farnborough and then point you in the right direction.
See our VFR Procedures Page for diagrams and more info.
TRANSITING FARNBOROUGH CTR
HOW DO I DEPART TO THE SOUTH?
When booking out, let Blackbushe ATSU know that you will require a transit of the Farnborough CTR. The more notice we have, the better we will be able to staff the ATSU to handle clearance requests.
When calling for taxy information, remind them you will require a transit. We will seek one from Farnborough which will normally be either the Fleet Pond or M3 Junction 4 standard departures. See our VFR Procedures Page for diagrams and more info.
When should I ask for the Class D clearance? Before Startup, or at the Hold for the Runway?
Firstly, let us know when booking out that you intend to transit. We will make a note of this, and if we can see a busy period is coming up, we may be able to add additional people in the tower to help arrange the clearances.
When calling for airfield information on startup, remind us that you need a transit clearance. If you’re just going to fuel, then let them know you’ll need one, but they won’t start sorting it until after you’ve got fuel. It will take a few minutes to sort, so don’t leave it until the hold.
What are the Standard VFR Clearances?
Standard Fleet Pond Departure
GABCD, Farnborough clears you to cross Farnborough Control Zone, via Fleet Pond, VFR, not above altitude 2000ft, hold north west of Fleet Pond. Squawk XXXX, QNH XXXX. Contact Farnborough Radar Frequency 133.440.
Standard M3 Junction 4 Departure
GABCD, Farnborough clears you to cross Farnborough Control Zone, via M3 Junction 4, VFR, not above altitude 2000ft, hold north of M3 Junction 4. Squawk XXXX, QNH XXXX. Contact Farnborough Radar Frequency 133.440.
Get these in a printable format for your kneeboard.
Will There be a Delay On Clearances?
In most situations, no we don’t anticipate it. However, if the airspace is very busy with lots of transits, or lots of IFR traffic there may be a small delay. Farnborough have on average 6-7 movements per hour. Most of the time clearances will be given right away.
What Options do I have if a Clearance isn’t Immediately Available?
You can depart to the North West remaining outside of controlled airspace, and request a transit on 133.440, but you may need to hold in the air depending on Farnborough CTR capacity.
When Should I contact Farnborough Radar 133.440?
You need to remain on frequency with Blackbushe until exiting the ATZ. You can contact them immediately on entering the CTR on your way to the appropriate VRP given in the clearance. On occasions when there is nothing else operating in the ATZ, it may be possible to go sooner.
What information should I include when making my first call to Farnborough Radar 133.440?
As you already have a clearance, your initial call should be “Farnborough Radar, G-ABCD, squawking XXXX”. The inclusion of the squawk assists with situational awareness for the controller, as the controller will then know exactly where to look for your flight progress strip, and can instantly deal with the flight.
Farnborough will need to identify the aircraft, so expect “Squawk ident” as the likely response, followed very swiftly by either a onward routing, or a request to become visual with a conflicting IFR aircraft prior to onward clearance.
Will I need to hold for a long time at Fleet Pond VRP or M3 Junction 4 VRP?
It’s not expected no. Farnborough have on average 6-7 movements per hour. On leaving the ATZ and contacting 133.440 you will first be asked to Squawk Ident, and then be issued with your onward clearance. Typically if you are crossing the arrival flow for Farnborough, this will be to pass above and behind the traffic once you have confirmed you are visual with it. If crossing the departure flow, departures are spaced 5 minutes apart, so there should always be a gap.
Doesn’t Holding at an Unpublished Hold increase the risk of airborne conflict?
As above, it’s not expected that you will actually “hold” for very long at all, if at all. The clearance is a method by which to get you airborne and into the Farnborough CTR whilst holding you north of other operations. Farnborough also won’t be issuing new clearances to aircraft on the ground if they know they have a backlog of aircraft already in the air waiting to transit. We don’t anticipate that there will be such a backlog.
It is really important however at the M3 Junction 4 hold, that you remain outside the Blackbushe ATZ, to avoid conflicting with circuit traffic.
Does the respective Blackbushe / Farnborough Runway Directions influence the standard departure clearance selected?
No, the allocation of Fleet Pond vs M3 Junction 4 will be entirely based on your ultimate direction of travel and other traffic. Farnborough and Blackbushe have for decades maintained a complementary runway direction to assist in traffic management, and this has not changed. There will be on occasions times where Blackbushe operates a different runway direction to Farnborough (for example during summer sunsets when the wind is light, and Runway 07 is requested by Blackbushe Pilots).
Departing 07 allows less time to get an onward clearance, would you recommend rejoining the circuit in case an onward clearance hasn't been given?
Arguably, this is the case from both runways. 25 has less time to Fleet Pond, and 07 has less time to M3 J4. We haven’t found it to be an issue yet. But you should be able to hold in those two locations by orbiting if a clearance isn’t ready right away. Farnborough don’t intend on releasing multiple aircraft to those VRPs if they know they have a delay in getting them further through the CTR. An example is during the first week of operations, when two aircraft went directly after one another, both heading for HAZEL. One was given Fleet Pond, the other M3 J4, to ensure they weren’t holding in the same place.
When arriving from within the CTR, do I retain my allocated SSR (Squawk), or switch to 7010?
The answer is it doesn’t really matter. If you’ve been issued a squawk by Farnborough Radar, you can enter the LFA, and fly within the circuit and it won’t trigger any infringement alarms on their side. However, when contacting Blackbushe, you may be reminded by the AFISO to squawk 7010 in the circuit, which we do most of the time. Switching to 7010 is therefore also fine. If you’re coming from outside controlled airspace and using 7000, you must switch to 7010 before joining the circuit and entering the LFA.
Extending Downwind Leg
There have been a number of questions regarding this. For many years Blackbushe Circuit traffic has on occasion sought to establish sufficient space between one another by extending the downwind leg. This has never been a particularly good idea, as doing so puts you outside of the ATZ and you therefore lose the protection it offers. In addition to the west we have Hartley Wintney and to the east Blackwater, both of which are noise abatement areas. However, there will be occasions where it is the safest course of action.
What happens if I exit the LFA into the Farnborough CTR without a clearance?
Any infringements of the Farnborough CTR will be filed as an MOR. This is a mandatory report, required by law. As far as Blackbushe Airport, NATS Farnborough, and the CAA are concerned, the MOR system is not punitive. It is important to gather the data from such infringements, investigate, speak to the pilot concerned and understand why it happened. This will inform the post-implementation review and any changes that need to be made to processes to accommodate all aircraft safely.
What does Blackbushe suggest I do to avoid Infringing?
Blackbushe does not want to prescribe a set behaviour, because the appropriate action to take will very much depend on the surrounding traffic and the pilot’s assessment of the safest course of action. Pilots ultimately remain responsible for their flight. However, there are a number of options available to the pilot in a situation where they need to create space in the circuit.
Ask Blackbushe ATSU to obtain a clearance for you
We have a tied line, and can request a clearance fairly quickly. There might not always be time to do so, but look ahead, look for space, and make the request as early as possible.
Slowing Down
Where possible, slow down to create a gap ahead. Only suitable if there is sufficient space behind.
Climbing to the overhead and rejoining the circuit
This will give you time to assess the circuit and re-integrate. Caution must be paid to other aircraft joining overhead. Most VFR aircraft coming from the west or north will be descending on the deadside. However, aircraft may be joining overhead at 1,675ft QFE or lower when coming from the south (exiting the CTR).
Maintaining circuit height and going around
Turning within the circuit but remaining at circuit height. Therefore allowing aircraft flying a wider circuit to descend for their approach. Be cautious of any other aircraft going around.
Orbit in the downwind
An orbit in the circuit is never ideal, but if you are the last aircraft in a flow of traffic, with nothing behind, then it may be appropriate, and performed in the direction of the circuit.
What is crucial here, that whatever you decide to do, you communicate this with Blackbushe ATSU and for the benefit of others on frequency.
Does the ‘Threat’ of an MOR encourage pilots to COMPROMISE safety elsewhere?
We don’t believe so. As we have said above, the MOR system is non-punitive. What is important is that infringements are looked at, and that the infringing pilot is asked for an explanation to inform decision making. Where a decision to infringe is made as the safest course of action, this is entirely justifiable, but will highlight areas where improvement to procedures or airspace design can be made.
By Extending Downwind am I likely to conflict with other aircraft under Farnborough’s control?
Yes and No. Farnborough are not going to be controlling aircraft to fly along the outside edge of the LFA. They recognise that there is a risk of an aircraft exiting the LFA and have to allow for this when giving aircraft clearances. However, by exiting the LFA without a clearance, Farnborough may have to issue other aircraft with new instructions to avoid an aircraft flagged as infringing and for which they don’t know the intentions of. There is no greater risk than there has been under Class G rules, as aircraft could always have been immediately on the outside edge of the ATZ.
How is Blackbushe Monitoring this behaviour?
If you are able to avoid infringing, but have needed to use one of the manoeuvres above, Blackbushe ATSU will file a Voluntary Occurrence Report (VOR) within the Blackbushe SMS system. You might be asked to contribute to this afterwards. If pilots become very good at avoiding infringing the Farnborough CTR but this comes at the price of safety within the LFA, this would need to be addressed, and so we will be gathering this data throughout the post-implementation period.
Will anything change to enable downwind extensions?
Blackbushe has been in conversations with the CAA and with NATS Farnborough to provide more space for Blackbushe circuit traffic. We have identified several potential solutions, all of which present their own challenges. At a meeting in December 2022 we believed we had reached a solution which would improve safety. NATS Farnborough were tasked with developing the procedures and safety case. To date, no results of this work have been seen.
Questions / Feedback
The post-implementation review period will likely last for around 12 months. We want feedback on all pilots on what works, and what doesn’t work. Please put this feedback in as quickly as possible, as we need to be able to address issues when they arise. This has been simulated for over 6 months, but real life operations are likely to present problems that haven’t been simulated. To feedback use the following email addresses:
airspaceenquiries@farnboroughairport.com
airportmanager@blackbusheairport.co.uk
More Information
The CAA Airspace & Safety Initiative have produced some guidance on Farnborough Controlled Airspace which is useful:
Farnborough Controlled Airspace A5 Flyer
Farnborough Controlled Airspace A4 Leaflet
Wessex Local Airspace Infringement Team - Top Tips
Other Documents
Farnborough ACP Presentation at Blackbushe - 29th January 2020