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Las Vegas, USA, March 14-18, 2016 INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS’ ASSOCIATIONS 55TH ANNUAL CONFERENCE – Las Vegas, USA, March 14-18, 2016 Agenda Item: C.6.11 IFATCA 16 WP No. 310 Separation in Class E Airspace Presented by PLC Summary Class E Airspace is the lowest class of controlled airspace. Controlled doesn't mean visual flight rules (VFR) traffic has to be in radio contact with air traffic control (ATC), but that ATC services are available within the capabilities of radar and radio equipment. Instrument flight rules (IFR) traffic is required to contact ATC for a clearance. This is general-purpose airspace and aircraft flying under VFR can fly more-or-less wherever they want (weather permitting) and IFR traffic operates under positive control by ATC. There are regulations in this airspace but they aren't onerous, and they're designed to accommodate the variety of aircraft and activities that can be found here. Although Class E airspace is a single class of airspace, there are tighter regulations above 10,000 feet, where there are no airspeed restrictions (other than the prohibition on supersonic flight over land) compared to lower altitudes where airspeeds are limited to 250 knots. 1. Introduction 1.1. This paper was requested by Germany at the 2015 Conference in Sofia. The purpose of this paper is to look at Class E Airspace: who is responsible for separation and what would the legal implications be in the event of an incident or accident that occurred in Class E Airspace. 1.2. Airspace is an area of aeronautical knowledge that is commonly poorly demonstrated in practical tests. Even when pupil pilots demonstrate knowledge of the airspace system that meets the minimum standard necessary for issuance of a pilot certificate or rating, it is usually clear that this knowledge level has been achieved by simple memorisation without understanding the underlying concepts. 1.3. Consequently, it is not surprising that pilots, especially those flying recreational, are often found to be confused about this subject. This observation is supported by the fact that airspace violations remain a major cause of actions taken against offending members of the general aviation community. 2. Discussion 2.1. IFATCA Policy 2.1.1. According to the IFATCA Technical & Professional Manual (2015), in 1991 in an attempt to harmonise the categories of airspace, ICAO re-classified the airspace offering seven different types. Since then, no review has taken place with regard to whether this re-classification has created a harmonised situation. There is now C.6.11 / Page 1 of 10 evidence to suggest, that there is a lack of harmonisation between neighbouring countries, and that there exists a degree of under and over classification. 2.1.2. IFATCA policy is1: ATS Authorities are urged to co-ordinate and harmonise with all neighbouring states their national airspace classification to permit safe and efficient operating conditions to all airspace users and air traffic controllers. Airspace classification should be appropriate for the traffic operating in the airspace, to avoid over and under classification. As traffic situations change, the classification may have to change accordingly. With regard to the ICAO classification of airspace, the definition of controlled airspace is the generic term which covers airspaces of class A, B, C and D. Classes E, F and G being uncontrolled. Class E is a special case of uncontrolled airspace in which a limited Separation service will be provided between defined aircraft. 2.2. The ICAO Airspace Classification System 2.2.1. According to International Civil Aviation Committee Study Guide (2015), on March 12 1990, ICAO adopted the current airspace classification scheme. The classes are fundamentally defined in terms of flight rules and interactions between aircraft and ATC. Generally speaking, the ICAO airspaces allocate the responsibility for avoiding other aircraft, either to ATC or to the aircraft commander. 2.2.2. The ICAO Airspace Classification System2 consists of seven classes of airspace, each specifying minimum Air Traffic Service requirements and the services provided. Classes A, B, C, D & E are Controlled Airspace whilst Classes F & G Airspace is Uncontrolled Airspace. 2.2.3. In Class E Airspace IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information as far as is practical. Class E Airspace shall not be used for control zones. Subject to an Type of Separation Radio communication Class Service Provided Speed limitation* ATC flight Provided requirement clearance IFR Air traffic control service and, 250 kts IAS below 10000 ft IFR from as far as practical traffic Continuous two-way Yes amsl E IFR information about VFR flights Traffic information as far as 250 kts IAS below 10000 ft VFR Nil No No practical amsl 2.2.4. Where the ATS airspaces adjoin vertically, i.e. one above the other, flights at a common level would comply with requirements of, and be given services applicable to, the less restrictive class of airspace. In applying these criteria, Class B airspace is therefore considered less restrictive than Class A airspace; Class C airspace less restrictive than Class B airspace, etc. 2.3. Separation of Traffic in Class E Airspace 1 IFATCA Technical & Professional Manual, 2015, “ATS 3.3 Harmonisation of the Airspace Classification”, page 3 2 3 4 2 ICAO Annex 11 to the Convention on International Civil Aviation, Thirteenth Edition July 2001 – “Air Traffic Services” Chapter 2 page 2-4 C.6.11 / Page 2 of 10 2.3.1. Controlled airspace: An airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification. 2.3.2. Separation of air traffic, and the methods of separation, is the key to the organisation of the airspace system. Consequently, understanding these separation concepts is crucial to complete an understanding of Airspace Classifications. 2.3.3. Aircraft that are being operated under Instrument Flight Rules (IFR) are separated from other IFR aircraft by Air Traffic Control Officers (ATCOs). ATCOs are charged with the responsibility to maintain a distance between these aircraft of (usually) five miles laterally, and 1000 feet vertically. These distances can be slightly decreased by the appropriate authority in some areas. 2.3.4. Aircraft that are being operated under Visual Flight Rules (VFR) are separated from all other aircraft visually. Pilots of these aircraft are charged with the responsibility of maintaining “see and avoid” vigilance as a collision avoidance technique. When an aircraft that is being operated under IFR is in visual meteorological conditions (VMC), the pilot of that aircraft is also required to maintain visual separation from other aircraft. 2.3.5. The ICAO airspace rules for Class E are clear. PLC has found no specific cases in which the separation rules were found not to be clear, leading to liability issues. 2.4. Airspace Classification 2.4.1. Consequently, if airspace is not Class A, B, C, or D, and is controlled airspace it is Class E airspace. There are no specific pilot certification or equipment requirements to operate in Class E airspace. Special VFR operations are permitted but clearance must be obtained from the controlling facility. 2.4.2. Class A Airspace has the lowest risk and Class E has the highest risk of all the controlled airspaces on the ICAO Airspace Classification System. 2.4.3. Class E Airspace requirements add a layer of restrictions to those that define Class G Airspace. As stated previously, Air Traffic Control (ATC) provides positive separation between all aircraft being operated under IFR. VFR pilots provide their own separation using see and avoid procedures. Very important to remember is a pilot operating under IFR is not relieved of the responsibility of exercising see and avoid separation when weather conditions allow it. This becomes complicated when an IFR aircraft emerges from a cloud and suddenly transitions to visual separation. Both IFR and VFR pilots require some protection to increase their reaction time to deal with this transitional moment. 2.4.4. In Class E airspace, traffic information is mainly based on radar information derived from SSR replies. 2.4.5. An ATCO separating IFR from IFR in class E airspace is not responsible for separation with VFR traffic, he will only give traffic information as far as practical. The traffic may not be known/visible to the ATCO or there are other priorities in busy moments this means the see and avoid principle will always be leading for both VFR and IFR pilots when operating in class E airspace. 2.5. Weather Minima 2.5.1. Class E Airspace rules provide that protection. If a pilot operating an aircraft under VFR wants to enter Class E Airspace with IFR aircraft, he has to maintain a safe C.6.11 / Page 3 of 10 distance from clouds as prescribed in the VFR table below for ICAO and FAA weather minima. ICAO At and above FL 100 Below FL 100 At or below 3000ft • 8 km flight visibility. • 5 km flight visibility. • As per below FL100….or… • 1500m horizontally from • 1500m horizontally from • Fixed wing aircraft cloud. cloud. operating at 140kt or less: 5 • 1000ft vertically from cloud. • 1000ft vertically from cloud. km flight visibility; Clear of cloud and in sight of the surface. FAA At and above FL 100 Below FL 100 At or below 3000ft • 5 NM flight visibility. • 3 NM flight visibility. • As per below FL100. • 1 NM horizontal from could. • 2000ft horizontal from • 1000ft above cloud. could. • 1000ft below cloud. • 1000ft above cloud. • 500ft below cloud. 2.6. Weather Minima Practical Example FAA 2.6.1. Consider the aircraft executing the instrument approach in Figure 1.
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