SERA 6005 a 2:
Before entering a radio mandatory zone, an initial call containing the designation of the
station being called, call sign, type of aircraft, position, level, the intentions of the flight
and other information as prescribed by the competent authority, shall be made by pilots
on the appropriate communication channel.
An ATZ is not an RMZ.
That would be like saying airspace G is not RMZ. There is also SERA 6005 c:
Airspaces designated as radio mandatory zone and/or transponder mandatory zone shall be
duly promulgated in the aeronautical information publications.
If the AIP say that an ATZ in general is RMZ or just some ATZ’s in particular, this is all according to SERA, and SERA 6005 a 2 will be in effect.
Its a FISO grass strip with an ATZ!!
No ATC. No RMZ. FISOs only control movements on the ground.
At hundreds of other aerodromes it “just works”. For some reason Barton have decided they need to file MORs against pilots supposedly leading to CAA action.
If this was happening near me in France, In no particular order I would:
a) Avoid the place like the plague, they obviously dont want my business.
b) Ask the FFA to investigate.
c) Spread the word to other pilots on Forums.
Regards, SD..
Why do everything have to be so complicated in the UK? 
I mean seriously. This is insane. Let’s pretend I was to fly in the UK, what would I do? I would take a re-look in SERA and Part NCO (3/4 of it is forgotten every 6 months anyway ) Then take a look in the AIP, maps and so on. I would definitely not start with some obscure legal text hidden somewhere. I wouldn’t know where to start. Rule 11 … Rule 11, sounds like a rap band.
SERA say:
Before entering a radio mandatory zone, an initial call containing the designation of the
station being called, call sign, type of aircraft, position, level, the intentions of the flight
and other information as prescribed by the competent authority, shall be made by pilots
on the appropriate communication channel.
Airspaces designated as radio mandatory zone and/or transponder mandatory zone shall be
duly promulgated in the aeronautical information publications.
OK. I find these ATZ airspaces. Normally I wouldn’t think twice about it. I would assume it is the same as TIZ. But, now I know that there are some peculiarities about them, so I look in the AIP, since SERA say that is the place I will find information. And the AIP say:
2.7.2 Aerodrome Traffic Zones and Notification for Rule 11
2.7.2.1 Aerodrome Traffic Zones (ATZs) are not included in the Airspace Classification System. An ATZ assumes the conditions associated with the Class of Airspace in which it is situated.
2.7.2.2 Every aerodrome at which an ATZ is established is notified for the purposes of Rule 11 of the Rules of the Air Regulations 2015. As a minimum therefore, when flying within an ATZ the requirements of Rule 11 must be complied with.
2.7.2.3 ATZs at civil licensed aerodromes are notified in the UK AIP within individual aerodrome entries. ATZs at other than civil licensed aerodromes are notified in the UK AIP at ENR 2-2.
2.7.2.4 Where the requirements of the Class of Airspace of which an ATZ forms a part are more stringent than Rule 11 then those must be complied with. Thus, in Class G Airspace Rule 11 will be the relevant requirement, but in Class A Airspace the more onerous requirements of Class A take precedence.
2.7.2.5 Aerodromes at which ATZs may be established are those which:
Are government aerodromes; or
have an Air Traffic Control Unit; or
have an Aerodrome Flight Information Unit; or
are licensed and have a means of two-way radio communication with aircraft; and whose hours of operation are notified for the purposes of Rule 11.
2.7.2.6 Pilots should be aware that in order to comply with the provisions of Rule 11 they must adopt the following procedures:
Before taking off or landing at an aerodrome within an ATZ or transitting through the associated airspace, obtain the permission of the air traffic control unit, or where there is no air traffic control unit, obtain information from the flight information service unit or air/ground radio station to enable the flight to be conducted with safety.
Radio equipped aircraft must maintain a continuous watch on the appropriate radio frequency and advise the air traffic control unit, flight information unit or air/ground radio station of their position and height on entering the zone and immediately prior to leaving it.
Non-radio aircraft operating within a notified ATZ must comply with any conditions prescribed by the air traffic control unit, flight information unit or air/ground radio station prior to the commencement of the flight with any instructions issued by visual means.
2.7.2.7 Failure to establish two-way radio communications with the air traffic control unit, flight information unit or air/ground radio station during their notified hours of operation must not be taken as an indication that the ATZ is inactive. In that event, except where the aircraft is in a state of emergency or is being operated in accordance with radio failure procedures, pilots should remain clear of the ATZ.
2.7.2.8 Rule 11 does not apply outside the notified hours of operation. Permanent changes or temporary extensions to ATZ hours may be notified by United Kingdom NOTAM. Pilots should exercise caution, however, since some airfields may continue to operate outside of those notified hours.
Lots of Rule 11. Must be some serious rule this Rule 11. I have no idea what it is, but I don’t need to. I only have to comply with it, and how to do that is what the above text is all about. This mean within operating hours I need to get in contact, two-way radio communications, with the ATC AFIS or some other obscure ground station. By the looks of it, for all practical purposes and intentions, it works pretty much exactly like a TIZ for me as a foreigner flying there. My first idea not to think twice about it, but handle them like TIZs would work just fine, no problems whatsoever.
Googled and the first match was:
(2) An aircraft must not fly, take off or land within the aerodrome traffic zone of an aerodrome
unless the commander of the aircraft has complied with paragraphs (3), (4) or (5), as appropriate.
(3) If the aerodrome has an air traffic control unit the commander must obtain the permission of
that unit to enable the flight to be conducted safely within the aerodrome traffic zone.
(4) If the aerodrome provides a flight information service the commander must obtain
information from the flight information centre to enable the flight to be conducted safely within
the aerodrome traffic zone.
(5) If there is no flight information centre at the aerodrome the commander must obtain
information from the air/ground communication service to enable the flight to be conducted safely
within the aerodrome traffic zone.
(6) The commander of an aircraft flying within the aerodrome traffic zone of an aerodrome
must—
(a) cause a continuous watch to be maintained on the appropriate radio frequency notified for
communications at the aerodrome; or
(b) if this is not possible, cause a watch to be kept for such instructions as may be issued by
visual means; and
(c) if the aircraft is fitted with means of communication by radio with the ground,
communicate the aircraft’s position and height to the air traffic control unit, the flight
information centre or the air/ground communications service unit at the aerodrome (as the
case may be) on entering the aerodrome traffic zone and immediately prior to leaving it.
It’s pretty obvious the PIC has to obtain information from the ATZ to be able to fly there. But I agree, it is not a RMZ, but something else. This means that SERA 6005 a 2 has no meaning there. Rule 11 has however. It is still true that if I handle every single ATZ exactly as a TIZ, I would be in no problems ever. No busting, no nothing, and TIZ is defined in one sentence (well, two when including the clause for blind transmission when closed). TIZs are used by anyone, from Boeing 737 scheduled airliners to microlights and drones.
Keeping it simple works.
These two paragraphs are in direct conflict with one another. The first one states what must be done if flying non radio;
Non-radio aircraft operating within a notified ATZ must comply with any conditions prescribed by the air traffic control unit, flight information unit or air/ground radio station prior to the commencement of the flight with any instructions issued by visual means.
The second states that if you have a radio and cannot make two way contact you may not enter the zone anyway.
2.7.2.7 Failure to establish two-way radio communications with the air traffic control unit, flight information unit or air/ground radio station during their notified hours of operation must not be taken as an indication that the ATZ is inactive. In that event, except where the aircraft is in a state of emergency or is being operated in accordance with radio failure procedures, pilots should remain clear of the ATZ.
So if you have a radio and don’t get a reply you can’t enter the zone, but if you have no radio then you’re fine to enter provided you ring them up first.
I’m still not sure how to obtain instructions by visual means over the telephone though (Skype?)
LeSving wrote:
Why do everything have to be so complicated in the UK?
Else what would we discuss about in the rainy month?
LeSving wrote:
I would assume it is the same as TIZ
So I look what are TIZ. It’s not in SERA so I looked in Norway AIP, and it says:
The following airspaces are classified as RMZ:
- TIA
- TIZ
I haven’t found any other extra rules. So why call them TIA/TIZ and not just RMZ. Why do Norwegian complicate things ;)
Ah, now found mandatory blind transmission when ATSU closed.
TIZ/TIA exist Sweden too and are very well defined by ICAO.
And people ask why there is so little GA travel in Europe! 
The comments in this thread explains it in spades. That plus the other thread on the CAA approach to trivial airspace violations is enough to make continent pilots strike the UK off their lists of destinations.
Sorry but I have to enquire about incontinent pilots?
