Flight Level

[RV4ker (RIP)]

Seeing as the topic is around airspace, frequecies and altitudes, can someone in the know give a decent explanation and rules for the "buffer zone" in the JHB spec rules eastern side, running down the eastern and southers borders JIA`s CTR....... its still in the spec rules area, when i was doing my training it wasnt covered in much detail at all.

My understanding is you can not route through the buffer zone if not Transponder equipped and then only once you have spoken to JHb on either 119.5 or 126.7 - see below...

From ATC on AVCOM some time ago

wanna double check the procedures in the SA AIP, they can be found at ENR 2.2-8 para g&h

http://www.caa.co.za/resource%20center/AIC'S/45-1.pdf

Aircraft operating East of the road between Alberton and Vereeniging (R26) and within 3NM of the Johannesburg International CTR must communicate with Johannesburg International FREQ 119.5 MHz 0430-1800 UTC and 126.7 MHz 1800-0430 UTC. Aircraft in the Springs circuit are excluded. A continuous listening watch must be maintained on the appropriate frequency.
Aircraft operating to/from FABB must do so within the segment of the Johannesburg CTR between straight lines joining Ergo slime dam/FABB and Johannesburg International Airport at or below 6 000 FT ALT (FAJS QNH).
Pilots of aircraft equipped with transponders are advised to obtain SSR codes from Johannesburg information on first contact.

The above is main reason I think trikes are not allowed into FABB. Flew in a Blunder Turd there with KT76A

[gertcoetzee]

I am flying from FAWF to Nieuwoudtville. (FAWF-Hopefield-Elandsdorp-Lambertsbay - Vredendal - Nieuwoudtville)

Please see my description below the map





(1) Depart FAWF 124.8 (under TMA east), stay there unless going into TMA (>4500ft, 119.7) which I will not do.

(2) Cut through the northern tip of the Delta 200 (124.4, unless I go above 4000ft, in which case I am in TMA east)

(3)Then into the FAR 45 "A" (133.5 FAR Information, but 122.5 broadcast if Langebaan is having a long weekend), unless I stay below 1500AGL in which case I broadcast TIBA at 124.8.

(4)If Langebaan is working, ask to cut through Summersfield (5000AMSL/GND). If they are not there, do it anyway, broadcasting on 122.5

(5) Then approaching Hopefield I go to 122.5, and if I divert to Saldanha, (6)122.7 If Langebaan is active, cutting through the eastern half of the CTR.

(7) Continue on 122.5 above 1500AGL (or 124.8 below 1500AGL) up to Lambert Bay.

(8)However, from Dwarskersbos up to Lamberts Bay, there is a section FAD46 which states (1500GND/GND) and which I would have to get permission for flying in should Langebaan be awake. I mentioned this to them before and they said this FAD46 is not in use and I should broadcast TIBA i.e. 124.8. Lekker confuzing.

(9) Now inland from Lamberts Bay to Nieuwoudtville, if I stay below 1500AGL I broadcast 124.8, and above 1500AGL I am on 126.5. [Inland from Lamberts Bay up to the Bokkeveldberge the Ground Level slope from the Sea (0 ASL) to 700ASL]. Then up and over the Bokkeveldberge to the Airfield at Nieuwoudville (10) on 124.8

Correct?
And when do I do the QNH 1013 bit? If at all?
Above which altitude do I apply the semicircular rule?

[GR8-DAD]

Jislaaik Gert, and we thought flying is fun. When you return, try and pop in at Clanwilliam, Nooitgedacht airstrip, I'll send you the coordinates. Good news is that Langebaanweg is still grounded with no Astras doing head-ons at 400 mph.

Enjoy the fly-in, wish I could have done it as well but still busy with training the weekend.

[ICEMAN]

My understanding is you can not route through the buffer zone if not Transponder equipped and then only once you have spoken to JHb on either 119.5 or 126.7 -

RV4ker, u r correct about FABB and the transponders....... but BB falls into the controlled JIA space.......

Springs, Petite and Bapsfontein all fall into the "buffer zone" in the Spec East region and are very active Mirco fields, when doing my training i was told that the "buffer zone" was an area to aviod if possible due to high traffic posibility routing for JIA, and if one needed to fly it, to go low...... but its clearly demarkated on the map so i was wondering if there are any additional rules over and above the usual Special Rules (extra-special rules )[/code]

[Morph]

Correct?
And when do I do the QNH 1013 bit? If at all?
Above which altitude do I apply the semicircular rule?

From Lambertsbay, would you not be under FACT FIS and thus have to be on 126.5 irrespective of altitude? I set this route up in Easyplan and that is what it recommends. I can't find my Radio Exam book to check this up.

1013 is only used once you climb through the transition altitude which is 2000ft AGL in VMC conditions.

The semicicular rule is only applied once you exceed 1500ft AGL. (Page 59, CAR 91.06.33 (2) Aircraft flown in accordance with VFR at a height of less than 1500 feet above the surface shall not be required to comply with the provisions of subregulation (1) unless otherwise directed by a air traffic service unit.

Enjoy the weekend

[justin.schoeman]

A clarrification on Transition Altitudes - it seems RV4ker is correct. If you are climibing after a take-off, then transition level is 2000ft (or aerodrome transition level, if within 25nm). If you are in a level cruise more than 25nm from an aerodrome, then you must set 1013 if above 1500ft...

Seems really awkward to me - anybody got any idea why the transition levels differ?

-justin

[Morph]

Seems really awkward to me - anybody got any idea why the transition levels differ?

Firstly, Transition Altitude is relative to height above sea level and since you use the known altitude of your airfield as first reference to set your QNH it is the one you will use when moving from known QNH to 1013.25, i.e. when climbing out. This is 2000ft AGL

Transition Level is used when descending from a flight level using 1013.25 and at some stage you have to change your Altimeter to read the actual QNH, and thus the actual altitude of the airfield. This is at 3000ftAGL

This is used to allow for a margin of error.

Planes climbing up on a high pressure day will climb through the 2000ft Altitude before setting their QNH down to 1013.25. By reducing the QNH they will be increasing the indicated altitude on the Altimeter.

Planes descending through 3000ft on the Altimeter using 1013.25 are actually at a lower altitude than they think and thus when they increase the QNH setting to local field settings, their indicated altitude decreases.

The 1000 foot barrier is there to prevent planes while climbing from suddenly being above 3000ft indicated once they reduce the QNH to 1013.25 and the opposite is true for the planes descending. This then gives the ATC the confidence to be able to put planes at different flight levels approaching fields without the risk of mid-air collisions.

[DieselFan]

Thanks for making my brain smoke Morpheus!! Had to read this more than once and slower each time