At ELLX, since installation of ground radar, we are supposed to:
In practice, VFR traffic just keeps 7000.
I have never heard of this 2000 code thing. Not in the PPL nor in the CBIR syllabus.
Airborne_Again wrote:
Sweden. 2000: Not mentionedOh, well that explains that.
In Croatia 2000 is VFR.
Cobalt wrote:
lie
The law of unintended consequence
There are lots of NO CODE. According to AIP Norway
IFR: code 2000
VFR: code 7000
Gliders: code 7100
Unmanned aircraft: code 7200
Helicopter ambulance flights: code 5200
Helicopter police service: code 5300
Cobalt wrote:
Since ATC does not provide a clearance, this effectively “IFR prohibited” airspace. They cannot offer a radar service below the MRVA (by definition), so to provide a clearance they would have to offer “procedural separation” (which could be ultra-easy, for example, they could simply only permit one aircraft in that band per sector; that would do the trick).
It is actually worse than that. According to PANS-ATM (ICAO doc. 4444), ATC is not allowed to clear you below the MRVA unless you are on a published route.
I’ve been bit by this at my home (uncontrolled) airfield. There is radar coverage essentially to ground level and the MRVA is 1500 ft. Even though I can define my own route to the airfield with a MSA (according to enroute critera) of less than 1300 ft, ATC refuses to clear me lower than 1500 as my own route is not a published one…
Simple. In Class G and F, anyone can fly their “operator specific / personal / ad-hoc” “procedures” and descend below MSA as necessary for landing (if under part NCO, that is).
Which, @Timothy, is probably the point you want to make.
But for that you need to leave Class E airspace first. And the band of airspace below the MRVA and down to the lower level of Class E airspace (1,000ft AGL in the Czech republic) requires an IFR clearance to IFR in.
Since ATC does not provide a clearance, this effectively “IFR prohibited” airspace. They cannot offer a radar service below the MRVA (by definition), so to provide a clearance they would have to offer “procedural separation” (which could be ultra-easy, for example, they could simply only permit one aircraft in that band per sector; that would do the trick).
Until somebody successfully challenges the existence of this “IFR prohibited” airspace, either by getting it reclassified to class G below the MRVA, or by forcing ATC to provide a service, pilots will do what they have always done – lie and penetrate this band “VFR”.
Probably under their inability to provide procedural service.
And why is that required?
Ultranomad wrote:
thank you, I stand corrected. In any event, however, while present on the books, many of these situations hardly ever arise precisely because you get a discreet code assigned instead.
I wonder what are these non-transponder areas one could enter from – perhaps oceanic airspace? Can’t think of anything else around Europe.
Across the North Atlantic you set 2000 10 minutes after leaving radar contact and leave it until assigned a new code on the other side.
@Airborne_Again, thank you, I stand corrected. In any event, however, while present on the books, many of these situations hardly ever arise precisely because you get a discreet code assigned instead.
I wonder what are these non-transponder areas one could enter from – perhaps oceanic airspace? Can’t think of anything else around Europe.
Timothy wrote:
Under what law or authority?
Probably under their inability to provide procedural service.
