1. All Control Areas and TMAs below FL 195 as notified within the UK FIR except those listed in ENR 1.4 Para 2.3.1.2, 2.4.1.1 and 2.5.1.1.

2. Channel Islands Terminal Control Area (North and South);

   Outside the notified hours of watch of the Jersey Air Traffic Control Unit:

   1. Those parts of the Channel Islands TMA (South), which lie within the Brest FIR are notified as Class E Airspace and are controlled by Brest ACC.

   2. Those parts of the Channel Islands TMA (North) which lie within the London FIR and are located below the lower limits of the Berry Head and Portsmouth CTAs are notified as Class G Airspace.

3. Shanwick Oceanic Control Area;

   The Shanwick, Santa Maria, New York and Reykjavik Oceanic Control Areas are hereby notified pursuant to the UK Air Navigation Order at and above FL 55 for the purposes of ICAO Annex 11 Chapter 2 para 2.6.1 and SERA.6001(a) Classification of Airspaces Class A.

1. Clacton CTAs 10, 11, 12;

2. Cotswold CTAs 2, 15, 16, 17, 18;

3. Daventry CTAs 21, 22, 23, 24, 25;

4. Holyhead CTA (excluding CTAs 15 and 16);

5. Londonderry/Eglinton CTA;

6. Manchester TMA 1;

7. North Sea CTA;

8. Portsmouth CTA 3;

9. Scottish TMA;

10. Severn CTA.

Note 1

Notified as Class D Airspace for the purposes of SERA.6001 Classification of Airspaces, during the notified hours of watch of the appropriate Air Traffic Control Unit subject to the conditions in Note 2.

Note 2

1. An aircraft without radio equipment must not fly in Class D Airspace during the notified hours of watch of the appropriate air traffic control unit unless it has been otherwise authorised by the appropriate air traffic control unit and is subject to the conditions at paragraph (c).

2. An aircraft without radio equipment and flown in accordance with the Instrument Flight Rules must not fly in Class E Airspace during the notified hours of watch of the appropriate air traffic control unit unless it has been otherwise authorised by the appropriate air traffic control unit and is subject to the conditions at paragraph (c).

3. For the purposes of paragraphs (1) and (2), the conditions are that the aircraft must:

   1. only fly during the day;

   2. only fly within notified controlled airspace notified for the purpose of this paragraph;

   3. remain at least 1500 M horizontally and 1000 FT vertically away from cloud and in a flight visibility of at least 5 KM;

   4. comply with any electronic conspicuity requirements specified by the air traffic control unit; and

   5. comply with any other conditions specified by the appropriate air traffic control unit.
      (As applied to the Isle of Man by the Civil Aviation (Subordinate Legislation) (Application) (No 2) Order 1996).

Note 3

1. Balder CTA, Ekofisk CTA and Ekofisk RMZ.

   At Polaris ACC (SG West), Sector Offshore is manned with Air Traffic Controllers and a Flight Data Operator (FDO), working frequencies 125.550 MHz, 134.200 MHz and 125.875 MHz, for Ekofisk RMZ 130.550 MHz. Sector Offshore may be split into 2 or 3 working positions when decided by the Supervisor. Due to the nature of surveillance measures, including the mandate for the carriage and operation of ADS-B transponders, associated with the airspace in which the provision of Air Traffic Services has been delegated by the UK to Norway in conjunction with the introduction of the Balder CTA and Ekofisk CTA within the UK FIR, the following procedures outline the agreed access arrangements.

   1. The UK MOD reserves the right of access to such airspace for State aircraft regardless of their equipage or ability to comply with the requirements set out by the delegated service provider; for:

      1. Aircraft in an emergency;

      2. Aircraft involved in National Security tasks, where possible under the positive control of either: Land, Maritime or Airborne Units;

      3. Aircraft engaged in Maritime operations, under positive control;

      4. For Ekofisk RMZ; unless in an emergency, when an emergency squawk may be required, aircraft under positive control will wear a listening squawk of 0455 whilst monitoring 130.550 MHz when inside the RMZ. The Queen Elizabeth (QE) Class aircraft carriers may wish to utilise dedicated squawks subject to co-ordination with Offshore Sector 20 Ekofisk as per para (c).

      Under such circumstances UK State aircraft will operate within the subject airspace under ‘due regard’ procedures in accordance with Article 3d to the Convention of International Civil Aviation.

   2. Specific procedures to enable UK MOD (including UK based USAFE) aircraft to conduct normal operational training sorties are detailed below.

2. Procedures for Coordination of Operational Air Traffic (OAT).

   1. Coordination of Planned OAT Exercises. Planned military OAT exercises within the Area of Common Interest (see relevant section of LOA) should be coordinated with Polaris ACC SG West at least 24 hours prior to the start of the exercise, with a request for Special Use Airspace (SUA) for the planned exercise. In a normal offshore helicopter traffic situation (priorities may need to be defined) Polaris ACC SG West will give an approval for the SUA request.

      The SUA request shall contain:

      1. The lateral and vertical limits of the Exercise Area;

      2. The time for start and finish of the Exercise, including means of activation and deactivation of the Exercise Area;

      3. Contact information for the Exercise Coordination Unit;

      4. Other operational information related to the Exercise, such as number of aircraft involved, if applicable.

   2. Special Procedures for Coordination of OAT Operations.

      1. Purpose. Outwith Exercise scenarios, when MOD OAT requires to operate within the Area of Common Interest (ACI), the OAT will normally require to be controlled by a MOD Operational Control Unit (OCU) during the operations. OAT operations within the ACI are to remain outside of the lateral limits of Helicopter Traffic Zones (HTZ).

      2. The following coordination procedures are to be applied between UK MOD units and Polaris ACC SG West in respect of OAT carrying out operations and training within the ACI when prior co-ordination of the OAT operations is not applicable. The procedures are designed to ensure safe operations for both civil offshore helicopters and OAT operating simultaneously within the ACI.

      3. Procedures for OAT Coordination. When OAT operations are required within the ACI, the appropriate UK MOD OCU or the OAT planning to enter the ACI, shall contact the appropriate sector at Polaris ACC SG West, on the appropriate frequency or telephone line, prior to entering the ACI, with the following information, where applicable:

         (aa) MOD OCU or OAT callsign;

         (bb) The estimated position and a time for the OAT entering the ACI;

         (cc) Expected direction and estimated period of time for the OAT operations within ACI;

         (dd) The lateral and vertical limits of the Operating Area;

         (ee) Maximum altitude for the OAT operations within ACI;

         (ff) Radar transponder status, including SSR code, if applicable (aircraft may not be ADS-B-out equipped);

         (gg) Other information, such as contact information to the MOD OCU.

      When OAT operations within the ACI are finished, the appropriate MOD OCU or the OAT shall contact the appropriate sector at Polaris ACC SG West, on the allocated frequency or telephone line, to deactivate the OAT operations within the ACI and release the airspace for civil helicopter operations.

3. Communications.

   1. Exchange of Operational Air Traffic Information.

      1. Means of Communication.

         (aa) Equipment.

         Fixed Communication with Polaris ACC SG West via public telephone lines (see para (c)(2)) or Mobile VHF Communication with Polaris ACC SG West (see para (c)(3)).

      2. Telephone Coordination. Exchange of Airspace Requests, flight plan data, estimates and other OAT-messages by telephone shall be carried out in accordance with the tables below:

         (aa) Messages to Polaris ACC SG West.

         Switchboard: +47 51 65 8000

         Supervisor: +47 51 65 8142

         Sector Offshore (FDO): +47 51 65 8155

         Sector Offshore (ATCO): +47 51 65 8232

         Telefax: +47 51 65 8154

      3. VHF RX/TX Communication

         ATC Sector	R/T Callsign	Frequency	Hours of Operation
         Offshore Sector 20 Ekofisk	Polaris Control	125.875 MHz	0600-2030 Mon-Fri*
         Offshore Sector 21 Balder	Polaris Control	134.200 MHz	0600-2030 Mon-Fri*
         Offshore Sector 22 Statfjord	Polaris Control	125.550 MHz	H24

         Note: *Published opening hours are in UTC. During summer time period 1 hour earlier.

         ATS Offshore is provided by Polaris ACC SG West Sector South (Sector 20 and 21) and Sector North (Sector 22) outside Sector Offshore opening hours.

1. Parts of the Scottish Terminal Control Area below 6000 FT (See ENR 6-37);

2. Parts of the Farnborough Control Area (See Note 1);

3. Doncaster Sheffield CTA 13 (See Note 1 and Note 2);

4. Holyhead CTA 15 and CTA 16 (See Note 1);

5. Argyll CTA (See Note 1);

6. Moray CTA (See Note1);

2.5.1.2  Pilots of VFR flights who wish to operate without receiving an ATS within class E airspace in an aircraft with a serviceable transponder, or within class E airspace additionally notified as TMZ must display either:

1. The VFR conspicuity code Mode A7000, with altitude reporting; or

2. The frequency monitoring code defined as VFR conspicuity with altitude reporting established for use in that airspace (see ENR 1.6).

1. A government aerodrome, at such times as are notified; or

2. An aerodrome having an air traffic control unit or flight information service centre, during the notified hours of watch of the air traffic control unit or the flight information service centre; or

3. A national licensed aerodrome or an EASA certificated aerodrome having an air/ground communications service unit with aircraft, during the notified hours of watch of the air/ground communications service unit.

1. If the aerodrome has an air traffic control unit the commander must obtain the permission of that unit to enable the flight to be conducted safely within the aerodrome traffic zone.

2. If the aerodrome provides a flight information service the commander must obtain information from the flight information centre to enable the flight to be conducted safely within the aerodrome traffic zone.

3. If there is no flight information centre at the aerodrome the commander must obtain information from the air/ground communication service to enable the flight to be conducted safely within the aerodrome traffic zone.

1. Cause a continuous watch to be maintained on the appropriate radio frequency notified for communications at the aerodrome; or

2. If this is not possible, cause a watch to be kept for such instructions as may be issued by visual means; and

3. If the aircraft is fitted with means of communication by radio with the ground, communicate the aircraft’s position and height to the air traffic control unit, the flight information centre or the air/ground communications service unit at the aerodrome (as the case may be) on entering the aerodrome traffic zone and immediately prior to leaving it.