I am aware of that (probably from you AA), I think it is also listed as nature of “flight” in accident reports when airliners crashes while taxying on the ramp :)
I was just curious on reason of showing 2000 instead of 7000 (or any other random code) while on the ground?
Ibra wrote:
you can’t be IFR when on the ramp or taxying
Are you sure? When you log an IFR flight, you log all the taxi time as IFR time. (Check the log book examples in the AMC to FCL.050.)
Not necessarily filtered out, but treated as a “conspicuity code” for which multiple returns are expected, whereas the code you flew with (discrete code) is treated as “any plane squawking it is that particular flight”. E.g. if TWR gave flight LUX112 squawking 5441 taxi clearance from L to intersection A2 (east of L) but that code shows up at intersection G (west of L), because I had code 5441 last week and I just turned on my avionics, the ground radar / surveillance system will alarm? But not with squawk 2000?
That assumes 2000 gets filtered out on ground ATC radars (you can’t be IFR when on the ramp or taxying :) )
Arne wrote:
I did not know that was possible (anywhere). Hence my post above.
It is allowed by SERA, so should be possible Europe-wide. If necessary with some “unofficial reminder” of that by EASA to the NAA (I “guess” from incomplete fragments this is what happened with Belgium). Whether it is supported by the airspace design is another question. Obviously, if a country has a blanket class E from 1000ft AGL (Germany?), the point becomes moot: class E requires radio contact and clearance for IFR, and you can’t fly below the class E.
Ibra wrote:
the requirement 2.2.1-e-iii) to reset to 2000 when parked/tow before switch OFF/STBY is a bit odd?
I understand it as being so that you don’t squawk another flight’s code (which is currently flying under the code you had) when you next turn your avionics on. A few months (year or two?) ago, ELLX AIP was changed to include that (for IFR flights), so I started doing it. In Luxembourg, that change was linked to the introduction of ground radar.
2000 is clearly IFR specific in Denmark, and clearly (sort of) not IFR specific in the EASA regulation.
Airborne_Again wrote:
2000 is to be used if you are receiving air traffic services while 7000 is to be used if you are not receiving air traffic services
This I understand. I wish A_A had written the rules. But the SERA text is
(2) in the absence of ATS instructions related to code setting, select code 2000 or another code as prescribed by the competent authority; or
(3) when not receiving air traffic services, select code 7000 in order to improve the detection of suitably equipped aircraft unless otherwise prescribed by the competent authority.
Especially the small “or” makes the meaning ambiguous, at least to me.
I was asked to sqwak 2000 by Ostend going VFR from Calais (LFAC) to Breda (EHSE), I recall clearly asking for a low level transit, so I don’t think 2000 is IFR specific?
It’s interesting to note that most countries seem not to implement the rules for codes 2000 and 7000 given in SERA. Namely that — in the absence of an individual code assignment — 2000 is to be used if you are receiving air traffic services while 7000 is to be used if you are not receiving air traffic services. (SERA.13005 b)
This SERA rule is to be used unless otherwise prescribed so each country is in its full right to have other rules but if most do it kinds of makes the SERA rule pointless.
I have for some years now routinely squawked 2000 when departing small airfields for IFR flights. ATC has never acknowledged the squawk and I am not convinced they know what it means, but at least I have done my best to indicate that I am on an IFR flight as soon as I pop up on the radar.
From Denmark AIP ENR-1.6:
f. Pilots, who have not received specific instructions from ATS concerning
the setting of the transponder, shall operate the transponder
as stated in the following:
• IFR flights within København FIR:
Mode-A, Code 2000.
• VFR flights within København FIR:
Mode-A, Code 7000.
• MIL VFR flights within København FIR:
Mode-A, Code 0001.
• Helicopter engaged in off-shore operations:
Mode-A, Code 0040
boscomantico wrote:
LFHNflightstudent wrote:My understanding was that for ANY IFR flight one needs a flight plan.In the UK, no. In other countries, yes.
Not in Sweden either, provided you fly below 5000’ and outside CAS or RMZ’s.
