In the UK, from memory, every airport in CAS has an operations manual (I believe it is called MATS Part 2, and is commercially confidential; Part 1 only is published) in which they have the weather conditions under which they allow VFR ops.
I believe the ICAO default for an airport in CAS is 1500ft cloudbase. I recall being stuck at Biarritz LFBZ c. 2003 for several days (no IR back then) with a cloudbase just over 1000ft and they would not let me get out of there. They needed 1200ft back then. My guess is that LFBZ is 1500ft now.
As regards viz, I have no idea but VFR is 1500m, as of April 2012.
ATC can’t refuse a clearance just because they don’t feel like it. Even if the traffic situation is difficult, they have to let you in eventually.
On a mayday, sure 
Do they have the authority to deny a VFR approach?
Now we’re getting into national rules, but generally ATC can’t refuse a clearance just because they don’t feel like it. Even if the traffic situation is difficult, they have to let you in eventually.
If the cloudbase at the airport is below 1500 ft or visibility below 5 km (could be higher depending on terrain), they could (and should) refuse to issue any VFR clearances. Special VFR would apply.
LYTV is controlled, so the “Flugleiter” discussion does not apply here. Do they have the authority to deny a VFR approach?
Only thing missing I would have like to see are runway lengths, conditions, fuel availability, and fees?
This is something I noticed myself when proof-reading. The text was written for a mixed audience, but possibly with a bias to non-aviators. I took care to explain aviation jargon or providing wikipedia links, but I did not note down enough practical information for the flying audience. I’ll try to keep that in mind next time. Thanks for the feedback!
Can they close the field without properly trained weather observers with real instruments? In the US if you found your way to an uncontrolled field and landed it was up to you not unicom which is the same as european “Info”.
The way I see this:
If you’re airborne, the “Flugleiter” (the person you speak with on an “Info” frequency) may provide you with information (that is relevant to the safe conduct of your flight etc.) but cannot issue clearances, i.e. cannot tell you what to do/what not to do in a binding way. They sometimes make it SOUND like they can and it is obviously generally good advice to follow their instructions, but if you don’t see fit, you don’t have to.
On the ground, AFAIK, the “Flugleiter” is indeed responsible for organizing ground movements – e.g. if you are told a parking position, you should follow that “order”. It’s still not a clearance, there’s no ATC here.
I’d also think that he could close the airfield without having to consult anyone. You could obviously still declare an emergency if you really need to land..
People make up the rules as they go along it seems. My local airport in Hungary tells me if you take off VFR and want to come back I cant allow you to land cause its not really VFR. Its an uncontrolled pvt field with visibility about 1 mi ceiling none just haze. Certainly VFR in the pattern. Im not sure what would happen if I decided to return and land. After all they are not a real tower just “info”. Thats why youll never hear them say cleared for TO or cleared to land. The word they use is “the runway is free”. Can they close the field without properly trained weather observers with real instruments? In the US if you found your way to an uncontrolled field and landed it was up to you not unicom which is the same as european “Info”.
Since the airport did not stock AVGAS, I first went to Dubrovnik for refueling.
AFAIK they stopped selling AVGAS only this autumn. Hopefully they change their minds, the current notam extends until March …
When calling Dubrovnik tower, I was informed that Tivat would not take me VFR, apparently Tivat considered 8km visibility SCT 2300ft BKN 3000ft as not good enough for VFR.
That’s truly bizarre, especially under this conditions. But has an airport the authoritiy to deny VFR operations at all? After all, it is the pilot’s task to judge the weather situation.
Very nice travelogue. Only thing missing I would have like to see are runway lengths, conditions, fuel availability, and fees?
Thanks again sounded like a wonderful trip.
I was in Tivat this October. Kotor bay offers spectacular scenery, and is well worth a visit. I can recommend Apartments Lazarevic, Goran and Dragana were very nice.
The airport, however, is somewhat inflexible. Since the airport did not stock AVGAS, I first went to Dubrovnik for refueling. The short hop from Dubrovnik to Tivat would have been easy VFR at 1000ft along the coastline, even with the remainder of a cold front lying in the region. When calling Dubrovnik tower, I was informed that Tivat would not take me VFR, apparently Tivat considered 8km visibility SCT 2300ft BKN 3000ft as not good enough for VFR. So I had to get out of the aircraft to file an IFR flight plan. The flight took me to 9000ft (helped by some convection), mostly in IMC, and then immediately back down (not helped at all by the convection).
The VFR ban was apparently because not all airliners made it in on first attempt at that day. But then again one can manoeuvre a Cat A plane in much less space than an Airbus.
I got a TAZ1A arrival, followed by LOC DME RWY32 approach in full IMC down to minimum followed by circling to RWY10. This was about the most demanding approach I’ve flown so far. It’s quite important to fly the approach precisely, otherwise one gets very close to the mountains.
The airport wouldn’t let you to get canisters with fuel in or out of your plane, or the airport.
On departure, they insisted on us having to check in our dangerous oranges and wine. So they organised someone to open a check-in booth who took our catering bag, which was then brought to the plane by an old tractor. At least this silliness didn’t cost anything extra.
I paid about €100 in total, of which about one third was for 5 days parking. The way they count parking days is somewhat peculiar, normally airports would divide the hours you spent on their apron by 24 and then round up, Tivat however counts the days where you’ve been on their apron at least for some time, i.e. if you were there from day x 11:00 to day x+1 10:00, they would charge you two days.
Thanks for the feedback, all – and happy holidays!
[Belgrade] would be an excellent destination for a fly in.
I absolutely agree! It’s convenient, cheap and the city has lots to offer for non-flying companions.
Next time you are in the area, why not check out Mariazell (LOGM) for a very scenic, but often overlooked mountain airfield? Tivat in Montenegro (LYTV) is highly recommended, and nearly everbody loves LJPZ und LDLO …
LJPZ and LYTV are definitely on “the list”, we couldn’t fit all into that trip. Thanks for the tip with LOGM. Next time, I’ll definitely consider that as the intermediate stop rather than Wels! This time, weather and the fact that it was my first time flying in the Alps kept us from flying further than Wels on the first day.
Great read. Sounds like you guys had fun!
