That list is a joke, surely? Lydd?? The Scilly Isles???
Germany allows IAPs without ATC and in Class G with an INFO frequency. Airport and some surrounding Class G airspace are designated an RMZ which at least allows airspace users to be in contact with each other, and also on the same frequency. Example: EDWE (Emden)
A little less speed reading, please, guys.
I’ll try again in less convoluted language.
Take an airfield with IAPs outside controlled airspace. Cambridge or Inverness, for example.
By UK ANO, to have an IAP, it must have ATC.
By Part ATS, to have ATC it must have controlled airspace.
Therefore, if neither law is changed, to have an IAP in the UK requires controlled airspace.
So, which law will change?
Not Part ATS, because there is no other EASA state with the same requirement in it’s own legislation, and the UK loses its vote in March.
The ANO only if the DfT, CAA, commercial operators and unions agree, which history says is unlikely.
Of course a solution will be found, but there seems remarkably little energy behind finding that solution.
the UK loses its vote in March
It also then ditches the obligation to follow the EU 
Commercial operators don’t want to pay for ATC, any more than anybody else.
The unions care only for airline pilot and ATC jobs. They have little power in small airfields.
And NATS would be obliged to pay for ATC services for the enroute CAS to join all this up, and at some £1M per H24 radar desk… This is the reason why the UK is mostly Class G, has almost no Class E, why we have the IMC Rating / IR(R)…
QuoteIt also then ditches the obligation to follow the EU
But not EASA
I expect we would just apply derogations as required, just like we have with SERA etc It just means the regulatory picture gets ever more confused.
Personally I suspect GNSS approaches will eventually drive a softening of the IAP v full ATC issue, if we hadn’t had brexit I think the political fight to get that moving might have had enough focus to properly explode the issues. I also think we will see creeping TMZ/RMZ usage which will neatly drive electronic conspicuity usage to where it needs to be.
Mooney_Driver wrote:
I don’t think you are. Switzerland requires ATC for IAP’s as well as class D. So does Germany if I am not totally mistaken. And Austria and some others.As wbardorf wrote, it is permitted in Germany.
Actually, I can’t think of any country in Europe other than France where there is IFR in class G and approaches without ATC.
Denmark, Norway, Sweden, Finland…
The problem is it will make UK airspace an even worse minefield in terms of non-joint airspaces. With more fiefdoms strongly guarded.
So all controlled airfields in EASA land will eventually get CAS. Good to know, it concerns many airports around Paris.
I fly VFR from Inverness, and unlike most of the GA VFR guys, I’m in favour of Class D.
There’s a lot of fast IFR GA, in addition to the airlines.
