SAFETY
airMATTER
S
July 2013 | Issue 16
Pipeline Inspection Notification System (PINS)
As you are all aware, good lookout is essential at all times and especially in the Low Flying (LF) environment.
Along with the plethora of other aircraft flying at low level, you may also see a pipeline inspection helicopter.
This helicopter will be operating between 100 and 2000 ft along unspecified pipelines for a particular period,
but can we get advanced notification of its presence? This Air Safety Matters aims to explain how PINS works.
The PINS system is a Civil Aviation Authority
(CAA) initiative owned by the Directorate
of Airspace Policy. The process is detailed in
the Civil and Military Aerodrome Information
Publications. PINS areas are drawn on the
maps and are aligned to the LFAs for ease of
reference. PINS operators are required, under
the terms of their licenses to operate at low
level, to notify LF of their activities the previous
day so that LF can issue a Notice to Airmen
(NOTAM). They only tell us which areas they will
fly through – the details of their actual route
and times are not given. Low Flying Operations
Squadron (LFOS) issues 2 NOTAMS specifying
which PINS regions are active, one for the
morning and one for the afternoon and can
quite often be the same!
Unfortunately, PINS routes are linear and
in the main will transit a large number of
LFAs over their course. Because the timings
are not specified, the PINS aircraft could be
anywhere within the system at any time. This is
a recognised problem but so far no alternative
solution has been offered that does not restrict
the PINS operators’ flexibility. The system is
routinely under discussion. Following a
recent meeting, operators were reminded of
their obligation to report their intent to fly. They are not in a position to notify their exact
route since it would be too detailed for the
NOTAM. The timings are subject to weather
and other factors – for instance, they could
opt to retrace their steps. The PINS system also
covers electricity pylons which are more of
a network with lots of dead ends. Generally
speaking, whilst it is widely felt that the
system could be better, it is also accepted that
improvement will be hard to find. The Centralised Aviation Data Service (CADS)
roll out is expected to be a step toward more
interaction, allowing the PINS chaps to input
their routes and get military data in return, but
this is still on the horizon. Report today for a Safer tomorrow
Air Space Infringement
The military accounts for roughly 3% of airspace infringements
within the UK. Navigational error appears to be the main causal
factor, however there are a number of incidents of pilots failing
to follow Air Traffic Control (ATC) instructions, failing to obtain a
clearance to enter the affected airspace or assuming a clearance
was given. Several infringements were attributable to equipment
difficulties (including navigation equipment and radio problems);
cockpit distractions were a factor in a small number of occurrences.
the ‘myths and legends’ associated with operating in an ATZ that
seem to exist, it is essential that the fundamentals of Rule 45 are
readily understood. These are summarised below.
Courtesy of D J Drake AIWG Secretary and Civil Aviation Authority
Every year a number of Aerodrome Traffic Zones (ATZs) are infringed
by pilots. Some of the affected airfields provide ATC services, some
provide Aerodrome Flight Information Service (AFIS), while others
have Air-Ground (A/G) facilities. Individual Aerodrome Information
Publication (AIP) entries will tell pilots what level of air traffic service
is available at each airfield. As part of their pre-flight planning it’s
essential that pilots understand the communication requirements
associated with any ATZs that may be crossed along their intended
route. It’s equally essential that contact is established with the
controlling authorities of affected ATZs before entering them. This is
a requirement of Rule 45 (of the Rules of the Air Regulations 2007) –
so the pilot of an aircraft crossing an ATZ, without establishing this
contact, is in breach of the Rules of the Air. To dispense with any of
17%
Unknown
3%
Mil
2%
AOC
7%
GA (Other)
68%
GA (UK)
During the notified times of ATZ activation:
•• Pilots are required to establish and maintain RT contact with the appropriate ATC, AFIS or A/G communications unit before
operating within an ATZ and throughout the period of operations within it.
•• Where the ATZ is served by an ATC unit, operations within it are subject to the permission of the ATC unit. In other words a
clearance to enter the ATZ must be obtained before entering it.
•• Where the ATZ is served by AFIS or A/G only, the pilot must obtain information from the A/G Operator such that he/she
can ensure that the flight within the ATZ can be conducted safely.
A Common Myth
Some pilots seem to believe that if they call three
times on the assigned frequency and don’t establish
two-way contact as required by Rule 45, then it is OK
to enter the ATZ. Or is it?
NO IT ISN’T! Any suggestion that upon receiving
no reply to any number of calls on the appropriate
frequency a pilot may operate within an ATZ that is
notified as being active is incorrect and contrary
to the provisions of Rule 45. Put simply, if for
whatever reason you are unable to establish 2-way
communications with the aerodrome during its
notified ATZ hours, you cannot comply with Rule 45
and therefore should avoid the ATZ.
This Air Safety Matters and more information can be found on the
RAF Flight Safety Airspace Page. Just scan the QRCode
…or visit us at the following links
Airspace
https://airspace.raf.mod.uk/airspaceLogon/
RAF Flight Safety (FS) Team Site
http://cui5-uk.diif.r.mil.uk/r/501/default.aspx
RAF FS Internet Site
http://www.raf.mod.uk/organisation/rafflightsafety.cfm
RAF FS Intranet Site
http://authdefenceintranet.diif.r.mil.uk/Organisations/Orgs/RAF/
Organisations/Orgs/HQAirCommand/Pages/FlightSafety.aspx
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Report today for a Safer tomorrow