1. Apply Air Law Learning Objective 1 (LO 1)
EO 1.2 – Carry out Airspace Classification.

2. Scope Introduction. Aim. Flight Information Regions.
Airspace Classification System (Controlled and Uncontrolled Airspace).
Flight Information Services.
Types of Controlled Airspace.
Airspace Subject to Flight Restrictions or Hazards.
NOTAMS.

3. Introduction
Although the sky appears unlimited airspace can be congested. So the world’s navigable airspace is divided into three-dimensional segments, each of which is assigned to a specific class.
Most nations adhere to the classification specified by the International Civil Aviation Organization (ICAO) and this is what I am going to cover today.
Understanding the classes of airspace in which you may operator will give you the pillars of good airmanship, Situational awareness and sound Judgement and decision making.

4. Aim Define: Flight Information Region (FIR).
Controlled Airspace (CAS).
The classes of CAS.
Control Zone (CTZ) & (CTR).
Control Area (CTA).
Airway.
Air Traffic Zone (ATZ).
NOTAMS.
How this effects RPAS day to day operations.
STBTEOTLYWBAT define what the following are:
Flight Information Region (FIR)
Controlled Airspace (CAS).
The classes of CAS
Control Zone (CTZ) & (CTR).
Control Area (CTA).
Airway.
Air Traffic Zone (ATZ).
NOTAMS
How does this effect UAS day to day operations.

5. Pyramid

6. Circle Diagram

7. Revision
What is the current national airspace rules for operating Small Unmanned Surveillance Aircraft and Small Unmanned Aircraft?
Ans:
Visual Line Of Sight (VLOS):
1. At a height exceeding 400ft AGL.
2. At a distance beyond the visual range of the operator(s) of the said aircraft, or a maximum range of 500m.

8. Quick Choice

9. Flight Information Region (FIR)
including background conditions (cloud / blue sky)

10. Flight Information Region (FIR)
Airspace within which a Flight Information Service (FIS) and an Alerting System are provided.
It is the largest regular division of airspace in use in the world.
Any portion of atmosphere belongs to some specific FIR.
Smaller countries’ airspace is encompassed by a single FIR.
Larger countries like the UK will be subdivided into a number of regional FIRs.
FLIGHT INFORMATION REGION:
The International Civil Aviation Organization was formed in 1947 under the auspices of the United Nations, and it established Flight Information Regions (FIRs) for controlling air traffic and making airport identification simple and clear
In aviation a flight information region (FIR) is a region of airspace with specific dimensions, in which a flight information service and an alerting service are provided. It is the largest regular division of airspace in use in the world today.
Any portion of the atmosphere belongs to some specific FIR. Smaller countries' airspace is encompassed by a single FIR, larger countries' airspace is subdivided into a number of regional FIRs. 

11. London FIR Scottish FIR
UK Flight Information Regions
London FIR
Prestwick
ScATCC
Scottish FIR
UK Airspace is divided into 2 main areas, known as Flight Information Regions, or FIRs. The Scottish FIR, and the London FIR.
The London Area is based at the New En Route Centre at Swanwick
The Scottish Oceanic and Area Control Centre at Prestwick
NERC covers all airspace up to 55 degrees North as shown above.
Swanwick
NERC

12. Media Panel

13. Airspace Classification System
including background conditions (cloud / blue sky)

14. Accordion

15. Airspace Classification System
Various Classes of airspace are allocated in the UK – Grades A to G.
Classes A, C & D require an air traffic control clearance to enter the airspace and receipt of an air traffic service is mandatory.
Classes, E and F, are not widely used in the UK and no UK airspace is currently designated as Class B.
Class G is uncontrolled in that any aircraft may use the airspace under The Rules of the Air and although an air traffic service may be available it is not mandated. 
Large portions of Class G airspace below 19,500ft are used extensively by Military and General Aviation.
For the purposes of controlling Air Traffic in manageable areas, each FIR is further divided into different types using the ICAO Airspace Classification System.
There are currently six classes of airspace under ICAO Standards and Recommended Practices; these are allocated depending on the need to actively control access to airspace and the nature of the activity that takes place within it.
Classifications
Various classes of airspace are allocated in the UK - Grades A to G.
Various Classes of airspace are allocated in the UK – Grades A to G.
Classes A, C & D require an air traffic control clearance to enter the airspace and receipt of an air traffic service is mandatory.
Classes, E and F, are not widely used in the UK and no UK airspace is currently designated as Class B.
Class G is uncontrolled in that any aircraft may use the airspace under The Rules of the Air and although an air traffic service may be available it is not mandated. 
Large portions of Class G airspace below 19,500ft are used extensively by Military and General Aviation.

16. Airspace Classification System
The UK airspace structure needs to evolve and change to meet increasing demand on capacity whilst meeting some key principles:
Maintaining the highest standards of safety.
Reducing the impact to people on the ground.
Reducing the impact on the environment.
Accommodating the diverse (sometimes conflicting) requirements of different airspace user groups, to the greatest extent possible. 
The UK airspace structure needs to evolve and change to meet increasing demand on capacity whilst meeting some key principles:
Maintaining the highest standards of safety.
Reducing the impact to people on the ground.
Reducing the impact on the environment.
Accommodating the diverse (sometimes conflicting) requirements of different airspace user groups, to the greatest extent possible. 

17. Controlled Airspace (Classes A – E)
Is airspace of defined dimensions within which ATC services are provided.
The level of control varies with the different classes of airspace.
Controlled airspace usually imposes higher weather minimums than are applicable in uncontrolled airspace.
Controlled airspace is established mainly for three different reasons:
High-volume air traffic areas, e.g. near airports.
Instrument Flight Rules (IFR) traffic under Air Traffic Control (ATC) guidance.
security, e.g. ADIZ (Air Defence Identification Zone).
Controlled airspace is airspace of defined dimensions within which ATC services are provided.
The level of control varies with the different classes of airspace. Controlled airspace usually imposes higher weather minimums than are applicable in uncontrolled airspace.
Controlled airspace is established mainly for three different reasons:
- High-volume air traffic areas, e.g. near airports.
- IFR traffic under ATC guidance.
- security, e.g. ADIZ (Air Defence Identification Zone).

18. Controlled Airspace (Classes A – E)
Controlled airspace usually exists in the immediate vicinity of busier airports.
Where aircraft used in commercial air transport flights are climbing out from or making an approach to the airport; or
At higher levels where air transport flights would tend to cruise.

19. Controlled Airspace (Classes A – E)
What does Controlled Airspace mean to you as a RPAS operator?
UAS operations is expected to be transparent to ATS providers.
You must gain permission to enter by the ATC.
The UAS-c will be required to respond to ATS guidance or requests for information.
Must comply with any ATC instruction in the same way; and
Within the same time frame that the pilot of a manned aircraft
Must have an RT licence.
UAS operators intending to use RT must ensure that they hold a Flight Radio Telephony Operators’ Licence (FRTOL) valid for the privileges intended to be exercised.

20. Uncontrolled Airspace (Classes F & G)
Is airspace where an ATC service is not deemed necessary or cannot be provided for practical reasons.
ATC does not exercise any executive authority in uncontrolled airspace; but
May provide basic information services to aircraft in radio contact.
Flight in uncontrolled airspace will typically be under VFR.
Used extensively by Military and General Aviation.

21. Uncontrolled Airspace (Classes F & G)
What does Uncontrolled Airspace mean to you as a RPAS operator?
Identify any Air Traffic Zones (ATZ), Military Air Traffic Zones (MATZ) and liaise with their Air Traffic Service Unit with your intentions.
Identify other Air User locations – Microlight Flying Sites, Gliding Launching Sites, Hang/Para Gliding Sites and Free-Fall Parachute Drop Zones.
Identify any Restricted Areas, Prohibited Areas, Danger Areas, Bird Sanctuaries to avoid.
Maintain a constant visual observation of your operating area for any air incursions when live flying.

22. Any Questions

23. Stage Confirmation Qu 1: What is an Flight Information Region? Ans:
In aviation a flight information region (FIR) is a region of airspace with specific dimensions, in which a flight information service and an alerting service are provided. It is the largest regular division of airspace in use in the world today.
Any portion of the atmosphere belongs to some specific FIR. Smaller countries' airspace is encompassed by a single FIR, larger countries' airspace is subdivided into a number of regional FIRs. 
FLIGHT INFORMATION REGION:
In aviation a flight information region (FIR) is a region of airspace with specific dimensions, in which a flight information service and an alerting service are provided. It is the largest regular division of airspace in use in the world today.
Any portion of the atmosphere belongs to some specific FIR. Smaller countries' airspace is encompassed by a single FIR, larger countries' airspace is subdivided into a number of regional FIRs. 

24. example 4

25. Qu 2: UK Airspace is divided into 2 Flight Information Regions, what are they?
Ans:
1. London
2. Scottish
The responsibility for these lies with three centres.
The London Area and Terminal Control Centre (LATCC) situated at West Drayton, The Scottish Oceanic and Area Control Centre at Prestwick, and the Manchester Area Control Centre (MACC), at Manchester Airport.
LATCC covers all airspace over England, Wales and Scotland up to 55 degrees North as shown above.
The region North of this is covered by Scottish.
Manchester covers an area from surface to Flight Level 195 (Approx 19,500 feet) in the Manchester area, extending West towards Dublin, East to Humberside, South to Birmingham and North to the Scottish Border. Manchester also has an extra area which covers 'open' airspace over the Yorkshire area designated 'Penine Radar‘

26. example 3

27. Stage Confirmation
There are currently six classes of airspace under ICAO Standards and Recommended Practices; these are allocated depending on the need to actively control access to airspace and the nature of the activity that takes place within it.
Qu 3: What are the six Classes of Airspace and which classes are considered to be controlled and uncontrolled?
Ans:
1. A to E – Controlled Airspace.
2. F and G – Uncontrolled Airspace.
Controlled.
Is airspace of defined dimensions within which ATC services are provided.
The level of control varies with the different classes of airspace.
Uncontrolled.
Is airspace where an ATC service is not deemed necessary or cannot be provided for practical reasons.
ATC does not exercise any executive authority in uncontrolled airspace; but
May provide basic information services to aircraft in radio contact.
Flight in uncontrolled airspace will typically be under VFR.
Used extensively by Military and General Aviation.

28. example2

29. Stage Confirmation
Qu 4: Controlled airspace is established mainly for three different reasons, what are they?
Ans:
1. High-volume air traffic areas, e.g. near airports.
2. Instrument Flight Rules (IFR) traffic under Air Traffic Control (ATC)
guidance.
3. Security, e.g. ADIZ (Air Defence Identification Zone).
Controlled airspace is established mainly for three different reasons:
High-volume air traffic areas, e.g. near airports.
Instrument Flight Rules (IFR) traffic under Air Traffic Control (ATC) guidance.
security, e.g. ADIZ (Air Defence Identification Zone).

30. eaxmple 1

31. Flight Information Service FIS

32. Checklist

33. Flight Information Service (FIS)
Is a form of air traffic service available to any aircraft within the FIR as agreed internationally by ICAO.
Defined as Information pertinent to the safe and efficient conduct of flight.
Information on other potentially conflicting traffic, but stopping short of
providing positive separation.
Flight Information also includes:
Meteorological Information.
Information on aerodromes.
Information on possible hazards to flight.
A 'flight information service' (FIS) is a form of air traffic service which is available to any aircraft within a flight information region (FIR), as agreed internationally by ICAO.
It is defined as information pertinent to the safe and efficient conduct of flight, and includes information on other potentially conflicting traffic, possibly derived from radar, but stopping short of providing positive separation from that traffic.
Flight Information also includes:
Meteorological information.
Information on aerodromes.
Information on possible hazards to flight.

34. Flight Information Service (FIS)
A FIS shall be provided to all aircraft which are provided with any ATC service; or
are known to Air Traffic Service Units.
All Air Traffic Service Units will provide a FIS to any aircraft, in addition to their other tasks.
This includes UAS operations.
An FIS shall be provided to all aircraft which are provided with any ATC (Air Traffic Controller) service or are otherwise known to Air Traffic Service units. All Air Traffic Service units will provide an FIS to any aircraft, in addition to their other tasks.
Key for operating UAS to maintain SA.

35. Dedicated Flight Information Frequencies
Any particular FIR will often have one or more dedicated FIS frequencies where aircraft can make first contact for information.
In the UK that can be any aerodrome military and/or civilian that provides an ATC service.
The quality is tempered by the large geographical area that they cover.
In some more sparsely populated FIRs the frequencies are often not staffed.
An FIS might suggest that aircraft contact a more suitable frequency, e.g., a local airport's radar unit, should that unit be in a position to provide a better service.
These units often use the callsign suffix "Information".
Any particular FIR will often have one or more dedicated FIS frequencies where aircraft can make first contact for information.
The quality of the information that such frequencies can give is tempered by the large geographical area that they cover, and in some more sparsely populated FIRs the frequencies are often not staffed.
An FIS might suggest that aircraft contact a more suitable frequency, e.g., a local airport's radar unit, should that unit be in a position to provide a better service.
These units often use the callsign suffix "Information".

36. Aerodrome Flight Information Services
Is provided at airfields where, despite not being busy enough for full air traffic control, the traffic is such that some form of service is necessary.
It can be seen as a half-way house between an uncontrolled and controlled airfield:
Provides pilots of aircraft with details of other known traffic taking off, landing and flying in the vicinity of the airfield.
This service is provided by a licensed Flight Information Service Officer (FISO), using the callsign suffix "Information".
The FISO resembles a fully qualified controller for aircraft taxiing, but only extends to the provision of an FIS to aircraft landing, taking-off or in flight, within the Area of Responsibility (i.e. the Aerodrome, and Air Traffic Zone (ATZ)).
In the UK, an Aerodrome Flight Information Service (AFIS) is provided at airfields where, despite not being busy enough for full air traffic control, the traffic is such that some form of service is necessary.
It can be seen as a half-way house between an uncontrolled and controlled airfield: As a part of the FIS, the AFIS provides pilots of aircraft with details of other known traffic taking off, landing and flying in the vicinity of the airfield.
In the UK this service is provided by a licensed Flight Information Service Officer (FISO), who has been validated at the particular Aerodrome, using the callsign suffix "Information".
The authority of an FISO providing a service at an aerodrome resembles a fully qualified controller for aircraft taxiing, but only extends to the provision of an FIS to aircraft landing, taking-off or in flight, within the Area of Responsibility (i.e. the Aerodrome, and Air Traffic Zone (ATZ)).

37. Any Questions

38. Stage Confirmation
Qu 1: What does an Flight Information Service provide?
Ans:
It provides information pertinent to the safe and efficient conduct of flight, and includes information on other potentially conflicting traffic, possibly derived from radar, but stopping short of providing positive separation from that traffic.
Flight Information also includes:
Meteorological Information.
Information on aerodromes.
Information on possible hazards to flight.
A 'flight information service' (FIS) is a form of air traffic service which is available to any aircraft within a flight information region (FIR), as agreed internationally by ICAO.
It is defined as information pertinent to the safe and efficient conduct of flight, and includes information on other potentially conflicting traffic, possibly derived from radar, but stopping short of providing positive separation from that traffic.
Flight Information also includes:
Meteorological information.
Information on aerodromes.
Information on possible hazards to flight.

39. Stage Confirmation
Any particular FIR will often have one or more dedicated FIS frequencies where aircraft can make first contact for information.
Qu 2: How is that achieved in the UK?
Ans:
In the UK that can be any aerodrome military and/or civilian that provides an ATC service.
Any particular FIR will often have one or more dedicated FIS frequencies where aircraft can make first contact for information.
In the UK that can be any aerodrome military and/or civilian that provides an ATC service.

40. Take - 5 Minutes

41. process

42. Types of Controlled Airspace

43. Types of Controlled Airspace
Control Zones.
Control Areas.
Airways.

44. Control Zone (CTR) 2000ft AGL Surface
Control Zone (CTR) in aviation is a volume of controlled airspace, normally around an airport, which extends from the surface to a specified upper limit (usually 2000ft AGL) and can be observed to be usually rectangular, extending along the axis of the main runway, although irregular shapes may be used where more complex airspace dictates this.
A Control Zone will be established to protect air traffic operating to and from that airport.
Because CTRs are, by definition, controlled airspace, aircraft can only fly in it after receiving a specific clearance from air traffic control.
This means that ATC at the airport know exactly which aircraft are in that airspace, and can take steps to ensure aircraft are aware of each other, either using separation or by passing traffic information.
Surface

45. Control Zone (CTR) Cardiff CTR Vertical: Surface – FL105 Class D
Map Observation 1
In the UK, control zones are normally class D airspace (but also class A at Heathrow and Jersey)
A control area (CTA) is often placed between a CTR and nearby airways to give uninterrupted controlled airspace to airways arrivals and departures.
Cardiff CTR
Vertical: Surface – FL105
Class D
London CTR
Vertical: Surface – 2500ft
Class: A
Images taken from

46. Control Area (CTA) Control Zone Control Zone
A sections of airspace that usually is situated on top of a CTR.
It has a specified lower level and a specified upper level.
It provides protection to aircraft climbing out from the airport by joining the low-level CTR to the nearest Airways.
In the UK they are generally Class A, D or E.
Invariably this Controlled Airspace is too high for our concerns being generally above 2000 ft.
Control areas are particularly useful where there are busy airports located close together. In this case a single CTA will sit over all of the individual airports' CTRs.
In larger-scale cases, this is known as a Terminal Manoeuvring Area (TMA).
Control Zone
Control Zone

47. Control Areas (CTA) Map Observation 2
Cardiff International Airport CTA
Vertical: to FL105, 1500 to FL105
2000 to FL105, 3000 to FL105
4000 to FL105
Class: D
London TMA
Vertical: 2400 to FL195, 2500 to FL195
3500ft to FL195
Class: A
Images taken from

48. Airways Control Area Control Zone Control Zone
Airways are corridors 10 nautical miles (19 km) wide of controlled airspace with a defined lower base, usually FL070-FL100, extending to FL195.
They link the major airports giving protection to IFR flights during the climb and descent phases.
Airways are often referred to as "highways in the sky". 
All airspace above FL195 is class C controlled airspace, the equivalent to airways being called Upper Air Routes and having designators prefixed with the letter "U".
In the UK, airways are all Class A below FL195 and therefore VFR flights are prohibited.
Control Zone
Control Zone

49. Airways Map Observation 3 Airway Q41 Vertical: FL35 to FL195
Images taken from
Airway Q41
Vertical: FL35 to FL195
Ident: Q41
Class: A

50. Guided Image

51. Aerodrome Traffic Zone (ATZ)
Aeronautical Chart Symbol
An Aerodrome Traffic Zone (ATZ) is airspace of defined dimensions established around an
aerodrome for the protection of traffic on the manoeuvring area of the aerodrome and all aircraft
flying in the vicinity of the aerodrome.
Is an area of airspace that is established around most UK civil and military airfields.
No UAS shall operate within an ATZ of an aerodrome unless the UAS-c has obtained permission of the Air Traffic Control unit or Flight Information unit.
This enables relevant information of your intentions within the ATZ to be passed to all other Air Users entering the ATZ to ensure maximum safety.
All Air Users including UAS operators wishing to enter the ATZ must comply with the published requirements.
ATZs are not included in the Airspace Classification System but adopts that in which it is situated.
They extend from the surface to an altitude of 2000 ft above aerodrome ground level.
They are centred on the mid-point of the longest runway and have a radius of either 2 or 2.5 Nm dependent on the size of the runway.
The authority which manages this airspace is the control tower if it's a controlled airport or the AFIS Unit if it's an uncontrolled airport.
The control tower provides ATCS (Air Traffic Control Service), while the AFIS Unit provides only flight information (meteorological conditions, air traffic).
2nm or 2.5nm
2000ft

52. Guided image

53. Military Aerodrome Traffic Zones (MATZ)
Aeronautical Chart Symbol
5nm
Radius 5nm
4nm
These are established at a number of locations.
The purpose of a MATZ is to provide a volume of airspace within which increased protection may be given to aircraft in the critical stages of circuit, approach and climb-out.
An ATZ exists within most MATZ and will have the same characteristics as a stand alone ATZ.
Although the recognition of a MATZ by civilian pilots is not mandatory, you are encouraged to do so.
You are by law to abide and respect the ATZ.
In the interests of Flight Safety and good Airmanship, its is strongly recommended that UAS operations within a MATZ obtain permission to operate from the ATCU.
The MATZ zone comprises of:
The airspace within 5nm of the mid-point of the longest runway,
From surface to 3000ft Above Aerodrome Level
The ‘stub’, has a length of 5nm along its centre-line, aligned with a selected final approach path.
It has width of 4nm and a height from 1000ft to 3000ft Above Aerodrome Level.
ATZ
1000ft to 3000ft
Surface to 3000ft

54. ATZ & MATZ Exeter Airfield ATZ Yeovilton MATZ
Map Observation 4 & 5
Exeter Airfield ATZ
Vertical: Surface to 2102 ft
Yeovilton MATZ
Vertical: Surface to 3075 ft
Stubs: 1075 ft to 3075 ft
Images taken from

55. Any Questions

56. Stage Confirmation Qu 1: What are three types of controlled Airspace?
Ans:
Control Zones.
Control Areas.
Airways.

57. Stage Confirmation Qu 2: Define what a Control Zone is? Ans:
Normally around an airport, which extends from the surface to a specified upper limit.
Established to protect air traffic operating to and from that airport.
Aircraft can only fly in to a Control Zone after receiving a specific clearance from ATC.
Control Zone (CTR) in aviation is a volume of controlled airspace, normally around an airport, which extends from the surface to a specified upper limit, established to protect air traffic operating to and from that airport.
Because CTRs are, by definition, controlled airspace, aircraft can only fly in it after receiving a specific clearance from air traffic control.
This means that ATC at the airport know exactly which aircraft are in that airspace, and can take steps to ensure aircraft are aware of each other, either using separation or by passing traffic information.
They can be observed to be usually rectangular, extending along the axis of the main runway, although irregular shapes may be used where more complex airspace dictates this.

58. Stage Confirmation Qu 3: Define a Control Area? Ans:
A sections of airspace that usually is situated on top of a CTR.
It has a specified lower level and a specified upper level.
It provides protection to aircraft climbing out from the airport by joining the low-level CTR to the nearest Airways.
A sections of airspace that usually is situated on top of a CTR.
It has a specified lower level and a specified upper level.
It provides protection to aircraft climbing out from the airport by joining the low-level CTR to the nearest Airways.
In the UK they are generally Class A, D or E.
Invariably this Controlled Airspace is too high for our concerns.
Control areas are particularly useful where there are busy airports located close together. In this case a single CTA will sit over all of the individual airports' CTRs.
In larger-scale cases, this is known as a Terminal Manoeuvring Area (TMA).

59. Flight Restrictions or Hazards
Airspace Subject to
Flight Restrictions or Hazards
including background conditions (cloud / blue sky)

60. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 6
Prohibited Areas:
A Prohibited Area is an area of airspace of defined dimensions within which the flight of aircraft is prohibited.
Prohibited Area EGP 106
Vertical: Surface – 2500ft
Location Harwell
IDENT EGP106
Prohibited Areas:
A Prohibited Area is an area of airspace of defined dimensions within which the flight of aircraft is prohibited.
*Reference to specific Prohibited, Danger & Restricted Areas can be found in the AIP at section ENR 5.1.
Image taken from

61. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 7
Restricted Areas:
A Restricted Area is an area of airspace of defined dimensions within which the flight of aircraft is restricted in accordance with certain specified conditions.
Restricted Area
EGR 154
Vertical: Surface – 2000ft
Location: Oldbury
Ident: EGR154
EGR 155
Location: Berkeley
Ident: ERG155
Restricted Areas:
A Restricted Area is an area of airspace of defined dimensions within which the flight of aircraft is restricted in accordance with certain specified conditions.
*Reference to specific Prohibited, Danger & Restricted Areas can be found in the AIP at section ENR 5.1.
Image taken from

62. Flight Restrictions or Hazards
Airspace Subject to
Flight Restrictions or Hazards
Map Observation 8
Danger Areas:
A Danger Area is an area of airspace which has been notified as such within which activities dangerous to the flight of aircraft may take place or exist at such times as may be notified.
Unauthorised entry into many Danger Areas is prohibited within the period of activity of the Danger Area.
Danger Areas:
A Danger Area is an area of airspace which has been notified as such within which activities dangerous to the flight of aircraft may take place or exist at such times as may be notified.
Unauthorised entry into many Danger Areas is prohibited within the period of activity of the Danger Area.
Danger Areas where Bylaws prohibit entry are annotated in the remarks column within UK AIP section ENR 5.1 and are highlighted with an asterisk on the UK CAA Aeronautical Charts.
Danger Area EGD216
Vertical: Surface – 2300ft
Location: Credenhill
Ident: EGD216
Active: Everyday
Image taken from

63. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 9
Area of Intense Air Activity (AIAA).
Airspace within which the intensity of civil and/or military flying is exceptionally high or where aircraft, either singly or in combination with others, regularly participate in unusual manoeuvres.
Oxford AIAA
Vertical: Surface – 5000ft
Active: Every Day
Radio: Brize Radar on
Area of Intense Air Activity (AIAA)*.
Airspace within which the intensity of civil and/or military flying is exceptionally high or where aircraft, either singly or in combination with others, regularly participate in unusual manoeuvres.
Pilots of non-participating aircraft who are unable to avoid AIAA should keep a good look-out and are strongly advised to make use of a radar service.

64. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 10
Aerial Tactics Areas (ATA)
Airspace of defined dimensions designated for air combat training within which high energy manoeuvres are regularly practised by formations of aircraft.
Yeovilton AIAA
Vertical: Surface to 6000ft
Active: Weekdays
Radio: Yeovil Radar on
Aerial Tactics Areas (ATA)
Airspace of defined dimensions designated for air combat training within which high energy manoeuvres are regularly practised by formations of aircraft.
Pilots of aircraft unable to avoid these areas should keep a good look-out and are strongly advised to make use of a radar service.
Image taken from

65. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Royal Flights
A Royal Flight over the United Kingdom is a flight of a civil or military aircraft carrying certain members of the Royal Family.
Flights within the United Kingdom by other reigning Sovereigns, Prime Ministers and Heads of State of Commonwealth and foreign countries may also be afforded Royal Flight status.
Royal Flights in fixed-wing aircraft are, whenever possible, to take place within the national ATS route structure.
Control Zones and Control Areas will be established around all airfields used for the departure or arrival of a Royal Flight.
Royal Flights
A Royal Flight over the United Kingdom is a flight of a civil or military aircraft carrying certain members of the Royal Family.
Flights within the United Kingdom by other reigning Sovereigns, Prime Ministers and Heads of State of Commonwealth and foreign countries may also be afforded Royal Flight status.
Royal Flights in fixed-wing aircraft are, whenever possible, to take place within the national ATS route structure.
Control Zones and Control Areas will be established around all airfields used for the departure or arrival of a Royal Flight.

66. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Temporary Control Zones.
Temporary Control Zones will be established around airfields of departure and destination where no permanent control zone exist.
Control Zones for Royal Flights will normally extend for 10nm radius from the centre of the airfield from ground level to a flight level designated for each Royal Flight.
The Control Zone will be established for a period of 15 minutes before take-off, until 30 minutes after, the ETD of the Royal aircraft; or
For a period of 15 minutes before landing, until 30 minutes after, the ETA of the Royal aircraft at the airfield concerned.
Temporary Control Zones. Temporary Control Zones will be established around airfields of departure and destination where no permanent control zone exist.
Control Zones for Royal Flights will normally extend for 10nm radius from the centre of the airfield from ground level to a flight level designated for each Royal Flight. The Control Zone will be established for a period (for outbound flights) of 15 minutes before, until 30 minutes after, the ETD of the Royal aircraft or (for inbound flights) for a period of 15 minutes before, until 30 minutes after, the ETA of the Royal aircraft at the airfield concerned, based on planned times.
Overall control of these Control Zones is to be exercised, as appropriate, by the Commanding Officer of a military airfield or the ATS authority of a civil airfield.

67. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Temporary Control Areas.
Temporary Control Areas will be established to meet the specific requirements of a Royal Flight.
The lateral and vertical limits, the duration and the controlling authority of such areas will be promulgated via NOTAM.
The controlling authority will be the appropriate civil ATCC.
Temporary Control Areas.
Temporary Control Areas will be established to meet the specific requirements of a Royal Flight.
The lateral and vertical limits, the duration and the controlling authority of such areas will be promulgated via NOTAM.
The controlling authority will be the appropriate civil ATCC.

68. G Airspace Subject to: Flight Restrictions or Hazards Gliders
Winch Launch Activities - G
/2.5
Primary activity at locations showing Maximum Altitude of winch launch. AMSL. Map Observation 11
G/2.5
Additional activity at locations showing Maximum Altitude of winch launch. AMSL. Map Observation 12
Gliders
Winch Launch Activities -
A – Primary activity at locations showing Maximum Altitude of winch launch. AMSL.
B – Additional activity at locations showing Maximum Altitude of winch launch. AMSL.
C – Additional activity without cables.
D – Hang/Para Gliding – Winched launch sites showing Maximum Altitude of winch launch. AMSL. G
Additional activity without cables. Map Observation 13

69. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 14
/2.5
Hang/Para Gliding – Winched launch sites showing Maximum Altitude of winch launch. AMSL.
Winch Launch Activities.
Maximum Altitude of cables is represented in thousands and hundreds of feet above mean sea level calculated using a minimum cable height of 2000ft AGL plus site elevation.
At some sites the cable may extend above 2000ft AGL. Due to the ground-based cable, aircraft should avoid over-flying these sites below the indicated altitude.

70. Flight Restrictions or Hazards
Airspace Subject to
Flight Restrictions or Hazards
Map Observation 14
Free Fall Parachute Drop Zones.
Regular free-fall parachuting from up to FL 150 takes place at a number of sites and within several Danger Areas.
The sites include a number of licensed and government aerodromes but may be take place at any licenced or government sites.
Night parachuting may also take place and this activity will be promulgated by NOTAM.
Free Fall Parachute Drop Zones.
Regular free-fall parachuting from up to FL 150 takes place at a number of sites and within several Danger Areas.
The sites include a number of licensed and government aerodromes but may be take place at any licenced or government sites.
Night parachuting may also take place and this activity will be promulgated by NOTAM.
Once parachutists have exited the drop aircraft their ability to manoeuvre is severely restricted.
Visual sighting of free-falling bodies is virtually impossible and the presence of a UAS Platform within the Drop Zone may be similarly difficult to detect from the parachutists’ point of view.
UAS operators are strongly advised to avoid flight through airspace where parachuting activities are notified as taking place.

71. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 15
Bird Sanctuaries.
UAS operators should be mindful of the risks operating close to bird colonies, but also the risk to other Air Users.
Environmental – Breeding birds may be upset, operating should be avoided on conservation grounds.
Severn Bird Sanctuary
Vertical: Surface to 4000ft
Bird Sanctuaries.
A number of areas in the United Kingdom have been designated sanctuaries to provide an undisturbed environment for birds to breed and roost.
Similarly, offshore islands, headlands, cliffs, inland waters and shallow estuaries attract flocks of birds for breeding, roosting and feeding at various times of the year.
In order to lessen the risk of bird strikes UAS operators should be mindful of the risks operating close to bird colonies, but also the risk to other Air Users.
Environmental – Breeding birds may be upset, operating should be avoided on conservation grounds.
Image taken from

72. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Map Observation 16
High Intensity Radio Transmission Areas (HIRTA).
UAS operators should be aware that these transmissions can give false indications on navigation and systems monitoring equipment; GPS is particularly vulnerable.
Rampisham HIRTA
Vertical: Surface – 2500ft
Location: Rampisham
High Intensity Radio Transmission Areas (HIRTA).
HIRTA are areas of defined dimensions within which there is radio energy of an intensity that may cause interference or damage to communications or navigation equipment and may be injurious to health.
UAS operators should be aware that these transmissions can give false indications on navigation and systems monitoring equipment; GPS is particularly vulnerable.
Image taken from

73. Flight Restrictions or Hazards
Airspace Subject to :
Flight Restrictions or Hazards
Air Navigation Obstacles.
Land based and off shore obstacles that are over 300ft in height.
Exceptionally high Obstacles (Lighted 1000ft or more AGL), Single Obstacle (Unlighted), Multiple Obstacle (Lighted), Cable Joining
Obstacles. Map Observation 17
Turbines (Multiple Obstacles - Lighted). Map Observation 18
Buildings (Single or Multiple Obstacles – Lighted or Unlighted).
Antenna (Lighted or Unlighted). Map Observation 19
Air Navigation Obstacles.
Land based and off shore obstacles that are over 300ft in height.
A – Exceptionally high Obstacles (Lighted 1000ft or more AGL), Single Obstacle (Unlighted), Multiple Obstacle (Lighted), Cable Joining Obstacles.
B – Turbines (Multiple Obstacles - Lighted).
C – Buildings (Single or Multiple Obstacles – Lighted or Unlighted).
D – Antenna (Lighted or Unlighted).
Numerals in italics indicate elevation of top of obstacle above MSL. Numerals in brackets indicate height of top of obstacle above Ground Level.
Images taken from

74. Flight Restrictions or Hazards
Airspace Subject to:
Flight Restrictions or Hazards
Emergency Restriction of Flying Regulations.
An Emergency Controlling Authority (ECA) may seek to inhibit flight in the vicinity of an emergency incident on land or at sea within the UK FIR if it considers it essential for the safety of life or property and particularly for the protection of those engaged in Search and Rescue action.
Restricted Area (Temporary) – RA (T).
A Restricted Area (Temporary) is established primarily to enable Restrictions of Flying Regulations to be put in place in the vicinity of air shows, for security reasons, to cover radar outages, and to meet other requirements.
An Emergency Controlling Authority (ECA) may seek to inhibit flight in the vicinity of an emergency incident on land or at sea within the United Kingdom Flight Information Regions if it considers it essential for the safety of life or property and particularly for the protection of those engaged in Search and Rescue action.
Depending upon the nature of the incident the initial action will normally be the establishment of a Temporary Danger Area notified by NOTAM. However, if a Temporary Danger Area fails to meet the objective or is deemed to be inappropriate for a particular incident, Emergency Restriction of Flying Regulations may be introduced.
The Regulations will make it an offence to fly within the designated Restricted Area (Temporary) without the permission of the appropriate ECA. Notification of the coming into force of Emergency Restriction of Flying Regulations and details of the Restricted Area (Temporary) will be made by NOTAM and at the same time any previously established Temporary Danger Area will be withdrawn.
The ECA is the only authority that may grant permission for aircraft to be flown within the notified airspace. Subject to overriding considerations of safety, flights by aircraft directly associated with the emergency will invariably be given priority over those seeking to over fly for any other reason.
A Restricted Area (Temporary) is established primarily to enable Restrictions of Flying Regulations to be put in place in the vicinity of air shows, for security reasons, to cover radar outages, and to meet other requirements.

75. Any Questions

76. Stage Confirmation
Qu 1: There are a number of reasons Airspace is subjected to Flight Restrictions or Hazards, name 5 of them?
Ans:
1. Danger Areas Aerial Tactics Area.
2. Prohibited Areas Glider – Winch Launch Activities.
3. Restricted Areas Glider – Winch Launch Activities.
4. Royal Flights Freefall Parachute Drop Zone.
5. Temporary Control Zone Bird Sanctuaries.
6. Permanent Control Zone and Area High Intensity Radio Transmission Area.
7. Temporary Controlled Airways Air Navigation Obstacles.
8. Area of Intensive Air Activity Emergency Restriction of Flying Regulation.
16. Restricted Area Temporary.

77. Stage Confirmation Qu2: Define what an Restricted Area is: Ans:
A Restricted Area is an area of airspace of defined dimensions within which the flight of aircraft is restricted in accordance with certain specified conditions.
*Reference to specific Prohibited, Danger & Restricted Areas can be found in the AIP at section ENR 5.1.

78. Stage Confirmation Qu 3: What does the symbol below describe? Ans:
Area of Intense Air Activity (AIAA)*.
Airspace within which the intensity of civil and/or military flying is exceptionally high or where aircraft, either singly or in combination with others, regularly participate in unusual manoeuvres.
Pilots of non-participating aircraft who are unable to avoid AIAA should keep a good look-out and are strongly advised to make use of a radar service.

79. Notice to Airmen (NOTAM)
UAS operating with EVLOS and BLOS permission are required to submit prior notification, made in advance either to be able to allocate airspace or to ensure that other air users are informed so they can plan accordingly. There are two main areas here, application for airspace and the issue of NOTAMS.

80. Notice to Airmen (NOTAM)
NOTAMs are issued (and reported) for a number of reasons, such as:
Hazards - air-shows, parachute jumps, kite flying, rocket launches, etc.
Flights by VIPs, heads of state (sometimes referred to as Temporary Flight Restrictions, TFRs).
Closed runways.
Military exercises with resulting airspace restrictions.
Temporary erection of obstacles near airfields (e.g., cranes).
Passage of flocks of birds through airspace (a NOTAM in this category is known as a BIRDTAM.)
NOTAMs are issued (and reported) for a number of reasons, such as:
Hazards - air-shows, parachute jumps, kite flying, rocket launches, etc.
Flights by VIPs, heads of state (sometimes referred to as Temporary Flight Restrictions, TFRs).
Closed runways.
Military exercises with resulting airspace restrictions.
Temporary erection of obstacles near airfields (e.g., cranes).
Passage of flocks of birds through airspace (a NOTAM in this category is known as a BIRDTAM.)

81. Definition
NOTAM
“A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations”
Definition of NOTAM
"A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations“
Generally speaking NOTAM may be issued when information in the UK Civil AIP is not accurate, for example if a navigation aid or aerodrome facility listed in the AIP is not available. It follows that NOTAM will not be issued in respect of facilities that arenot listed in the Civil AIP, such as unlicensed aerodromes or military navaids.

82. Notice to Airmen (NOTAM)
Lets take a look at a complete serial from a NOTAM. This is an extract from a NOTAM which was in force at Kemble. This is how it would appear on the issued NOTAM.

83. Notice to Airmen (NOTAM)
Q) EGTT/QACCA/IV/NBO/AE/000/045/5140N00203W005
Temporary Controlled Airspace class D established as follows: CTR Circle 5nm Radius Centred on Kemble Surface / 4500ft Above Mean Sea Level Controlling Authority Kemble Air Traffic Control / Brize Radar / AS4
Lets take a look at a complete serial from a NOTAM. This is an extract from a NOTAM which was in force at Kemble. This is how it would appear on the issued NOTAM.
H6141/12 – H = The series.

84. Notice to Airmen (NOTAM)
Setting up a NOTAM for RPAS operations:
An or call:
Tel:
Information Required:
Name of Operator or company: i.e. Resource UAS.
Contact details: i.e. mobile number.
Centre point of operation co-ordinates in Latitude and Longitude.
Radius required from centre point of operation in which to operate: i.e. 500m.
Height from/to: i.e. Surface to 400ft AGL.
Description of UAS platform using: i.e. Name/make, weight and size.
Timings (from – to).

85. UAS Restrictions Factors: Effect: Airspace Segregation
Airspace segregation ensures separation of the UAS operation from other airspace users and the third parties. Risk of collision, Airprox or separation infringement is eliminated, except in the case of incursion by other airspace users into segregated airspace, or uncommanded excursion by the UA.
Visual Line-of-Sight
Operation within the unaided direct line-of-sight of the UAS operator (accepted as within 500m horizontally and at a height not exceeding 400ft vertically above the surface) permits the UAS operator to respond to and avoid other airspace users.
Low Aircraft Mass
Aircraft mass below a specified limit reduces risk to other airspace users and third parties by reducing maximum kinetic energy damage potential below a significant level. This mass limit is determined by CAA Airworthiness Division.

86. Any Questions

87. Stage Confirmation Qu1: What is a NOTAM? Ans:
"A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations"

88. Summary Define: Flight Information Region (FIR).
Controlled Airspace (CAS).
The classes of CAS
Control Zone (CTZ) & (CTR).
Control Area (CTA).
Airway.
Air Traffic Zone (ATZ).
NOTAMS.
How this effects RPAS day to day operations.
Useful websites:
Define:
Flight Information Region (FIR).
Controlled Airspace (CAS).
The classes of CAS
Control Zone (CTZ) & (CTR).
Control Area (CTA).
Airway.
Air Traffic Zone (ATZ).
How this effects UAS operations.

89. Aviation Chart Plotting Exercise
Look Forward
Aviation Chart Plotting Exercise