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pauls
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+x+xYou can fly IFR without an IR Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council, Annex I, Subpart G, Section 1, FCL.600: Except as provided in point FCL.835, operations under IFR on an aeroplane, helicopter, airship or powered-lift aircraft shall be conducted only by holders of a PPL, CPL, MPL and ATPL with an IR appropriate to the category of aircraft or, if an IR appropriate to the category of aircraft is not available, only while undergoing skill testing or dual instruction. FCL.835 is the BIR, which will enter into force on 8 September 2021.
Sorry I was thinking of IR(R) folks here in the UK.
Anyway, even flying VFR there's plenty of IFR procedures that exist out of controlled airspace that I want to know about.
Going back to the original post - the request is to be able to set and know what setting was used for flight rules, in the NOTAM. I think this is REALLY important / safety of life matter. In the UK the CAA don't recognise things like Skydemon as an authoratative source for NOTAMs - things like this will add weight to that (misplaced) view
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lmamane
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+xYou can fly IFR without an IR Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council, Annex I, Subpart G, Section 1, FCL.600: Except as provided in point FCL.835, operations under IFR on an aeroplane, helicopter, airship or powered-lift aircraft shall be conducted only by holders of a PPL, CPL, MPL and ATPL with an IR appropriate to the category of aircraft or, if an IR appropriate to the category of aircraft is not available, only while undergoing skill testing or dual instruction. FCL.835 is the BIR, which will enter into force on 8 September 2021.
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pauls
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+x+xRemember a "VFR" pilot is better described as a "VMC" pilot as they can fly IFR too. I'm not aware of any possibility for a pilot that doesn't have an IR (if not a "full" ICAO IR, then at least a restricted form of it like the British IR(R), IMC rating or the EASA EIR or BIR), which is what I meant by "VFR pilot", to fly IFR, unless with an IRI (but then the two-person crew has a member with an IR). You can fly IFR without an IR Are you confusing IFR with IMC
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lmamane
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+xRemember a "VFR" pilot is better described as a "VMC" pilot as they can fly IFR too. I'm not aware of any possibility for a pilot that doesn't have an IR (if not a "full" ICAO IR, then at least a restricted form of it like the British IR(R), IMC rating or the EASA EIR or BIR), which is what I meant by "VFR pilot", to fly IFR, unless with an IRI (but then the two-person crew has a member with an IR).
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pauls
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+x+xHow is (non-)separation between VFR and IFR in class E relevant to NOTAMs? pilot-byom was arguing that VFR pilots should read IFR NOTAMs so that they are appraised to NOTAMed changes to IFR SIDs, STARs and approaches, so that they can stay out of these paths. This is only relevant in class E/F/G, where VFR and IFR are not separated. Remember a "VFR" pilot is better described as a "VMC" pilot as they can fly IFR too.
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lmamane
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+xHow is (non-)separation between VFR and IFR in class E relevant to NOTAMs? pilot-byom was arguing that VFR pilots should read IFR NOTAMs so that they are appraised to NOTAMed changes to IFR SIDs, STARs and approaches, so that they can stay out of these paths. This is only relevant in class E/F/G, where VFR and IFR are not separated.
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lhe
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How is (non-)separation between VFR and IFR in class E/F/G relevant to NOTAMs?
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lmamane
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+x@Imamane: there will be IFR aircraft still on RADAR frequency not yet on the airfield frequency dropping out off the clouds just in front of you in airspace G and these approaches are now coming in greater numbers - believe me, you better learn this now. To be honest, when it happened to me, I did get traffic advice warning about the VFR traffic in class G from the approach controller. What I don't believe is that we will succeed in getting all VFR pilots to stay out of these paths. The solutions have to come from us, the people flying these IFR approaches. But if you have a way to change everyone else's (the vast majority of VFR pilot's) behaviour, then by all means do it! It will make my life easier! I can then fly my approach on autopilot, head down! (Not really.)
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pilot-byom
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@Imamane: You have to get familiar with approaches like - https://flugplatz-zellamsee.at/de/pdf/forpilots/Instr-Approach%20Chart.pdf - and there will be IFR aircraft still on RADAR frequency not yet on the airfield frequency dropping out off the clouds just in front of you in airspace G and these approaches are now coming in greater numbers - believe me, you better learn this now.
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lmamane
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+x@Imamane: you should start immediately learning to look at the IFR NOTAM when flying Europe, because all the new GPS IFR procedures will be where the little guys fly and No, ATC is not providing separation in all cases. As VFR traffic in E you have to know where the SID and STAR are and starting a while ago you have to know in G where the GPS approaches and departures from small fields are. Well, theoretically, people flying IFR in VMC have to maintain "look and avoid", and theoretically there will be no VFR traffic in IMC (modulo the problems of the IMC/VMC interface in F/G airspace, where VFR traffic is allowed right to the edge of the clouds). I mean "theoretically" exactly like I mean that "theoretically" VFR traffic is supposed to use "look and avoid", and "right of way from the right". In practice, I don't believe in that working, and in practice we use mostly radio calls for separation, and we absolutely don't, in E/F/G airpace, count on the regional airliner yielding to our right of way from the right. I have it from the local airline's safety manager that most of his pilots, if light GA is not their hobby/background, have no clue they are in E airspace, and no clue that they are not separated from VFR traffic; they file reports for each crossed VFR traffic. And it is good airmanship for VFR traffic near an aerodrome to at least maintain a listening watch on the aerodrome frequency, if not even make (blind) calls. The problem is their notion of "vicinity" doesn't go very far, and certainly doesn't extend to the area occupied by an IFR approach, much less a STAR or SID.
Having had to do a missed approach on final due to unseen VFR traffic crossing the extended centerline on/near the glideslope, (traffic system blaring...), I'm conscious of the problem. However, as much as I would like VFR "club style" traffic to be aware of IFR trajectories, that's a "change the rest of the world" system... Needs changing the whole training industry, and then will take generations, until after I die or lose my medical, until all pilots are the "new", aware, model. The only workable solution can come only from ourselves, not from changing the rest of the world.
Having them read the VFR enroute NOTAMs is already an uphill battle.
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