However, I would argue that calling Class E “CAS” is playing with with words 
The “CAS” which is used to protect airports etc is Class D or higher.
On a departure without a clearance to enter CAS this just means you need to remain “officially” VMC.
Of course that is better than facing Class D after departure and trying to get somebody on the radio…
Peter wrote:
However, I would argue that calling Class E “CAS” is playing with with words
You can argue any way you want, but if you look at how the concept “controlled airspace” is defined – both in SERA, in the International Rules of the Air and in the FARs – it’s clear that class E is controlled airspace.
Using homemade definitions because you don’t like the official ones will only cause confusion. Just as talking about “VFR in IMC”. Except for Special VFR (which is not what you refer to) that is impossible by definition.
Airborne_Again wrote:
impossible by definition
No it isn’t. It is illegal by definition, but far from impossible.
I reckon not many people here are doing VFR-IFR transitions airborne, hence the lack of feedback.
Some of us may have provided Timothy with a response on another channel :-)
I look forward to read his conclusion on how the rules are perceived compared to what Part-SERA and Part-NCO actually says about this.
Those EASA regs hardly say anything – only “except for take-off and landing” …
I know for certain that my country’s CAA has not realized that.
I think that is fairly clear that the interpretation of the same SERA rules across Europe differs substantially between states.
Attitudes towards IFR operations in class G and in ATZs of airfields without instrument approaches are the most obvious differences.
