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WEERMINIMA 2017-07-11T23:04:39+00:00

VFR minima’s (opleiding)

Tijdens een Profcheck/Skill-test en tijdens je LAPL/PPL opleiding gelden onderstaande weer minima’s.

Bij een Profcheck/Skill-test wordt er van je verwacht dat jij het initiatief neemt. Dus valt het weer buiten deze limieten, neem dan contact op met de Vliegschool en geef je mening over het weer. Een examinator kan dan bepalen of de test doorgaat of naar een andere datum wordt verzet.

Tijdens de opleiding bepaald de instructeur of een solo vlucht al dan niet doorgaat. Naast de weerslimieten kunnen andere redenen een rol spelen, zoals, drukte in circuit, aankomende weersverandering, baangesteldheid etc. In alle gevallen geldt een RVR van > 800m.

Uitgangspunt bij deze waardes zijn de METAR en TAF in de buurt van een vliegveld. Voor EHHV kiezen we de meteorologische gegevens van EHAM. Vlieg je naar EHTX, neem dan EHKD etc.

 PROFCHECK
SKILL-TEST


  • zicht > 5km
  • wind < 25kts
  • wolkenbasis > 2000ft
  • x- en tailwind limiet POH
  • licht tot matige turbulentie

DUAL
INSTRUCTION


  • zicht > 3 km
  • x- en tailwind limiet POH
  • wolkenbasis > 600ft AGL

FIRST
SOLO


  • zicht > 8 km
  • wind < 15kts
  • xw < 5kts
  • geen tailwind
  • wolkenbasis > 1000ft
  • geen neerslag of onweer
  • geen matige of zware turbulentie

SOLO
OVERLAND


  • zicht > 8 km
  • wind < 20kts
  • xw < 12kts
  • geen tailwind bij landing/take-off
  • wolkenbasis > 1500ft
  • geen neerslag en onweer
  • geen matige of zware turbulentie

SOLO
LOKAAL


  • zicht > 8 km
  • wind < 20kts
  • xw < 12kts
  • geen tailwind bij landing/take-off
  • wolkenbasis > 1200ft
  • geen neerslag en onweer
  • geen matige of zware turbulentie

VFR minima’s (brevethouders)

Voor brevethouders gelden de “Airspace classes” en persoonlijke limieten, waarbij naast de POH waarden, ervaring en currency op het type een rol spelen. Vliegschool Hilversum behoudt zich ten alle tijden het recht voor om een vliegtuig niet te verhuren indien wij de weer situatie anders beoordelen.

Algemeen geldt in alle “Airspaces classes” onder FL100 een zicht van >5km én 1500m horizontaal/1000ft vertikaal van bewolking. Onder 3000ft in klasse G (in Nederland is G alleen onder 1500ft) geldt een zichtwaarde van 1500m, vrij van bewolking en zicht op de grond.

Deze “Airspace classes” zijn een onderdeel van de SERA regels die sinds eind 2014 van kracht zijn. Lees hieronder bijvoorbeeld of je in klasse A mag vliegen of de regels voor het doorkruisen van de EHAM CTR.

A VFR flight may only be carried out when flight visibility and distance of aircraft from clouds are equal to or greater than the values specified in the following table:

Altitude bandAirspace classFlight visibilityDistance from cloud
At and above FL 100A1) B C D E F G8 km1500 m horizontally
300 m (1000 ft) vertically
Below FL 100 and above 3000 ft (900 m) AMSL, or 1000 ft (300 m) above terrain, whichever is the higherA1) B C D E F G5 km1500 m horizontally
300 m (1000 ft) vertically
At and below 3000 ft (900 m) AMSL, or 1000 ft (300 m) above terrain, whichever is the higherA1) B C D E5 km1500 m horizontally
300 m (1000 ft) vertically
F G5 km2)Clear of cloud and with the surface in sight
  1. The VMC minima in class A airspace are included for guidance to pilots and do not imply acceptance of VFR flights in class A airspace.
  2. In class G airspace at and below 3000 ft AMSL applies a flight visibility reduced to not less than:
    1. 1500 m for flights operating:
      • at speeds of 140 KIAS or less to give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or
      • in circumstances in which the probability of encounters with other traffic would normally be low.
    2. 800 m for military helicopters, police aircraft and helicopter flights on behalf of trauma teams, at speeds that will give adequate opportunity to observe other traffic or any obstacle in time to avoid collision.
1.1 Controlled VFR flights

VFR flights shall be executed in accordance with the general and visual flight rules for controlled flights when the flight is:

  1. Forming part of aerodrome traffic at controlled aerodromes.
  2. Operated as a special VFR flight.
  3. Operated within airspace class B, C, and D.

ATC may, under certain conditions, authorise special VFR flights within a control zone, when the flight visibility is not less than the value specified in paragraph 2.1.1.

2.1 Minimum values for flight visibility and cloud base
2.1.1 All aircraft

A clearance for a special VFR flight may be granted to pilots of aircraft whereby the following additional conditions shall be applied:

  1. by the pilot:
    1. clear of cloud and with the surface in sight;
    2. the flight visibility is not less than 1500 m or, for helicopters, not less than 800 m;
    3. at speed of 140 KIAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and
  2. by ATC:
    1. during UDP only, unless permitted by the Minister of Transport;
    2. the ground visibility is not less than 1500 m or, for helicopters, not less than 800 m;
    3. the ceiling is not less than 600 ft.
2.2 Separation with other traffic

The local ATC-unit will apply the ICAO minima for separation between IFR and special VFR flights and between special VFR flights, except that between special VFR flights a 500 ft vertical separation will be applied instead of 1000 ft.

3.1 Restrictions

VFR flights shall not be operated:

  1. Outside the uniform daylight period (UDP), see GEN 2.7.
  2. In airspace class A.
  3. In Amsterdam UTA, unless the conditions set by regulation are fulfilled.
  4. At transonic and supersonic speeds.

Exemptions may be authorised by the ATS authority (see paragraph 3.2).

military flights may be exempted from the restrictions under conditions prescribed in the Military AIP Netherlands and the relevant military regulations.
3.2 Authorisation
3.2.1 General

VFR flights may be authorised to operate within airspace class A or outside UDP according the rules specified in this paragraph and the limitations set by Regulation (EU) No 923/2012 (SERA). Authorisation may be granted for incidental flights or in the form of a general exemption.

Specific conditions may be imposed requiring e.g. controlled VFR flight, the carriage of communication and/or navigation equipment depending on the nature of the intended flight and the interference with the ATS route structure or other IFR procedures. Non compliance with such conditions constitutes a violation of the rules of the air.

3.2.2 Authorisation by agreement

Exemptions from the restrictions in Schiphol TMAs and CTA East, South 1, South 2 and West may be granted:

  1. For certain areas.
  2. For certain types of aircraft (e.g. gliders).

Such exemption shall be laid down in an agreement between the applicant(s) and the appropriate ATC unit, containing the conditions under which the exemption is granted.

Requests for exemptions shall be submitted in writing 6 weeks in advance. A request form is available on http://www.ilent.nl. The form can be submitted via email, or by post, to the following address:

Post:Human Environment and Transport Inspectorate/Aviation
Aviation Approvals
P.O. Box 575
2130 AN Hoofddorp
The Netherlands
Email:[email protected]
3.2.3 Authorisation for incidental flights

Flights of a specific character, requiring special handling by ATC, such as photo flights, calibration flights etc. may be exempted from the restrictions specified for airspace class A, provided that prior permission has been obtained.

Requests for exemptions shall be submitted in writing 6 weeks in advance. A request form is available on http://www.ilent.nl. The form can be submitted via email, or by post, to the address in paragraph 3.2.2.

Incidental flights other than those mentioned in this paragraph may be exempted from the restrictions in Nieuw Milligen CTA North by obtaining an air traffic control clearance from AOCS Nieuw Milligen.

3.2.4 Authorisation for VFR flights outside UDP (SERA.5005(c))

Only VFR training flights outside UDP, to obtain a commercial pilot license (A/H), may be exempted from the restrictions specified for VFR flights, provided that prior permission has been obtained.

Requests for exemptions shall be submitted in writing 6 weeks in advance by post to the address in paragraph 3.2.2.

3.2.5 Co-ordination of flights with a specific character

Flights with a specific character, requiring special handling by ATC, such as photo flights, calibration flights, test flights, pipeline control flights etc. must be coordinated at least 24 HR in advance with:

Post:Air Traffic Control the Netherlands (LVNL)
Operationele Helpdesk (OHD)
P.O. Box 75200
1117 ZT Schiphol Airport
Tel:+31 (0)20 406 2201, OPR HR: 0600-1600 (0500-1500)
Email:[email protected]
URL:http://www.lvnl-ohd.nl
3.2.6 Authorisation for VFR flights in CTR
3.2.6.1 General

For VFR flights in any civil or military CTR prior permission from the local ATC unit is required (for special procedures in civil CTRs see AD 2.22 of the relevant aerodrome).

Detailed balloon flight procedures are published in ENR 5.5 paragraph 6.

3.2.6.2 Permissions

Permissions to enter military CTRs can be obtained as follows:

  1. En route by radio (for the appropriate COM channels see EHEH AD 2.18EHKD AD 2.18 or MIL CTRENR 2.1).
  2. Prior to operating the flight:
    1. Within the operational hours of the MIL aerodrome (see AD 1.1): telephone MIL aerodrome concerned.
    2. Outside the operational hours of the MIL aerodrome: telephone as indicated below.
CTROutside operational hours
Dutch military CTRsAOCS Nieuw Milligen, tel: +31 (0)577 458 705.
Belgian Kleine-Brogel CTRSee AIP Belgium (ENR 2.1).
aerodrome traffic zones (ATZ) shall be avoided.
on SATSUN and legal holidays and MONFRI daily outside operational hours flying activities on or in the vicinity of the military aerodromes have to be taken into account.
to facilitate glider flying within Deelen CTR at the glider site Terlet the following areas may be activated daily during UDP:
Name and lateral limitsUpper limit
Lower limit
Remarks
123
Terlet-A1)
52°05’18.00″N 005°56’03.00″E;
52°04’47.00″N 005°58’54.00″E;
52°02’22.62″N 005°58’20.14″E;
52°02’16.67″N 005°55’05.35″E;
52°02’57.94″N 005°55’13.66″E;
52°03’41.40″N 005°53’53.77″E;
52°04’07.26″N 005°54’09.39″E;
to point of origin.
3000 ft AMSL
GND
Terlet-A is extended with Terlet-B.
Terlet-B1)
52°05’18.00″N 005°56’03.00″E;
52°05’30.91″N 006°02’22.42″E;
along clockwise arc (radius 6.5 NM, centre 52°03’35.02″N 005°52’18.97″E) to
51°59’53.30″N 006°00’58.09″E;
52°02’19.35″N 005°56’32.65″E;
52°02’22.62″N 005°58’20.14″E;
52°04’47.00″N 005°58’54.00″E;
to point of origin.
3000 ft AMSL
GND
NIL
Terlet-C1)

  • North part:
    52°08’41.78″N 005°59’56.65″E;
    52°08’12.82″N 005°59’42.21″E;
    along clockwise arc (radius 6.5 NM, centre 52°03’35.02″N 005°52’18.97″E) to
    52°05’30.91″N 006°02’22.42″E;
    52°05’19.82″N 005°56’55.86″E;
    52°05’49.47″N 005°57’04.60″E;
    52°06’09.86″N 005°57’17.26″E;
    52°06’22.49″N 005°57’18.45″E;
    52°06’51.38″N 005°57’06.19″E;
    52°07’06.67″N 005°57’08.95″E;
    52°07’22.94″N 005°57’22.80″E;
    52°08’30.19″N 005°59’36.87″E;
    to point of origin.
  • South part:
    52°02’18.08″N 005°55’51.25″E;
    52°02’19.35″N 005°56’32.65″E;
    51°59’53.30″N 006°00’58.09″E;
    along clockwise arc (radius 6.5 NM, centre 52°03’35.02″N 005°52’18.97″E) to
    51°58’39.18″N 005°59’09.56″E;
    51°58’50.06″N 005°58’55.74″E;
    51°59’14.83″N 005°57’43.76″E;
    51°59’34.25″N 005°57’16.47″E;
    52°00’25.48″N 005°56’48.78″E;
    52°00’46.84″N 005°56’15.56″E;
    52°00’59.22″N 005°55’17.42″E;
    to point of origin.
3000 ft AMSL
1500 ft AMSL
NIL
Terlet-D1)
52°03’41.40″N 005°53’53.77″E;
52°02’58.67″N 005°53’58.52″E;
52°02’14.48″N 005°54’24.62″E;
52°02’15.70″N 005°54’32.13″E;
52°02’16.67″N 005°55’05.35″E;
52°02’57.94″N 005°55’13.66″E;
to point of origin.
3000 ft AMSL
GND
NIL
  1. Intensive glider flying can be expected when the area is activated.
3.2.6.3 ATC clearances
3.2.6.3.1 Inbound traffic

Inbound traffic shall request ATC clearance by radio well in advance of entering the CTR, by means of a “request for landing”.

for Schiphol airport this request shall be made at least 10 minutes before ETA Schiphol, according the procedure mentioned below.

A request for entry clearance for arriving aircraft shall contain:

  • aircraft identification and type
  • position
  • altitude
  • flight rules
  • ATIS information (if applicable)
  • request for landing instructions

A request for entry clearance for arriving aircraft at Schiphol airport shall contain:

  • aircraft identification and type
  • flight rules
  • destination
  • ETA “VICTOR”
  • ATIS information
  • request for landing instructions
3.2.6.3.2 Outbound traffic:

Outbound traffic shall request ATC clearance by radio:

  • before starting the engines, by means of “request start-up”
  • before leaving the parking position, by means of “request taxi”

A request for start-up/taxi permission for departing aircraft shall contain:

  • aircraft identification and type
  • position
  • flight rules
  • destination
  • ATIS information (if applicable)
  • request for start-up/taxi permission
3.2.6.3.3 Crossing traffic

Crossing traffic shall request ATC clearance well in advance of entering of the CTR, by means of “request crossing”.

A request for crossing clearance for a CTR shall contain:

  • aircraft identification and type
  • flight rules
  • departure- and destination aerodrome
  • position
  • request for crossing clearance including route1) and altitude.
  1. VFR crossing of a CTR shall preferably take place along a route where visual navigation is possible by conspicuous land marks or by continuous route guidance such as: railroads, canals and highways. If such route will be used, it shall be mentioned in the request for crossing clearance.

VFR flights within a CTR may be instructed by ATC to stay clear of specified ILS areas. These areas are indicated on the appropriate charts.

3.2.6.4 VFR flights with radar assistance

Pilots may be instructed by TWR to contact APP for radar assistance. It is however the responsibility of the pilot to maintain at all times visual reference to the ground and keep clear of obstacles. Pilots shall inform the radar controllers if compliance with the above entails a change of heading or altitude.

3.2.6.5 Short approach patterns

For air traffic control purposes or on request TWR may instruct to execute a short VFR approach pattern. These patterns, threshold base leg and midrunway base leg, are established to avoid traffic operation on other runways to expedite traffic and for noise abatement purposes.

3.2.6.5.1 Threshold base leg

An approach pattern of which the base leg is flown at 90° to the runway centre line exactly opposite to the threshold.

3.2.6.5.2 Midrunway base leg

An approach pattern of which the base leg is flown at 90° to the runway centre line and opposite to the approximate middle of the runway.

3.2.6.5.3 VFR missed approach procedure

In case of a missed approach the pilot shall inform ATC immediately while climbing to circuit altitude.

For VFR flights in the North Sea area Amsterdam and North Sea area V (see ENR 2.2), radio communication with Amsterdam Information is required.

VFR flights operated in level cruising flight above 3500 ft AMSL shall be conducted at a flight level appropriate to the track as specified in the table of cruising levels (see ENR 1.7), except when otherwise indicated in ATC clearances.

Flight plans for VFR flight shall be filed and submitted in accordance with the rules in ENR 1.10.

7.1 VFR flights in the vicinity of Schiphol CTR

One of the reasons for the concentration of VFR flights near the boundary of Schiphol CTR is probably the availability of radio navigation aids in the vicinity of Schiphol airport.

Pilots should realise that almost all IFR flights are approaching Schiphol Airport at an altitude of 2000 ft AMSL via the locators CH, NV, and OA (which are situated outside Schiphol CTR 1) and that such flights are leaving that altitude practically at the boundary of CTR 1. Furthermore IFR traffic may be anywhere within the CTR at altitudes below 2000 ft AMSL during radar vectoring for line up final approach to one of the runways at Schiphol Airport; these routes may be situated very close to the CTR boundary.

As the CTR boundary is not marked by visual reference it may not ruled out that VFR flights executed in the vicinity will accidentally cross this boundary. For that reason, and in the interest of one own’s safety and that of others the execution of VFR flights in the vicinity of Schiphol CTR should be avoided.

Finally it is recommended to avoid the VFR entry point (VICTOR) for the Schiphol CTR as much as possible, since VFR traffic will be holding in the vicinity of this point whenever there is a large volume of traffic.

7.2 VFR flights in the vicinity of military CTRs

Pilots of aircraft executing VFR flights in the immediate vicinity of the military CTRs should be aware that intensive military VFR operations may be expected. The majority of these VFR operations is executed at a minimum altitude of 1000 ft AMSL. Consequently pilots of aircraft, executing a VFRflight in the vicinity of the military CTRs, are advised to choose an altitude below 1000 ft AMSL and to contact the aerodrome control of the military aerodrome concerned for traffic information (see ENR 2.1 and AD 2.18).

7.3 VFR flights in the vicinity of Schiphol TMA 1
7.3.1 Listening watch

All motorised aircraft flying below Schiphol TMA 1 are strongly recommended to maintain a listening watch on Amsterdam Information 124.300.

7.3.2 Risk of AIRPROX

The Schiphol TMAs, in which intensive airline traffic is operating, cover a large part of the airspace in the centre of the Netherlands. VFR flights are not permitted in the Schiphol TMAs. The airspace below the Schiphol TMAs is class G airspace. The lower limit of the Schiphol TMA 1 is 1500 ft AMSL. The minimum altitude of IFR flights in the Schiphol TMA 1 is 2000 ft AMSL.

according to the airspace classifications system, the horizontal boundary between the two airspace classes belongs to the least restrictive class i.e. class G. So VFR flights are permitted up to an altitude of exactly 1500 ft AMSL.

In the Schiphol TMA 1, AIRPROX occur regularly between IFR flights and VFR flights. It appears that pilots of VFR flights flying at 1500 ft AMSL unintentionally climb into the Schiphol TMA 1 due to turbulence or possible tolerance of the altimeter. Furthermore, the risk of wake turbulence and ACAS warnings exists in relation to airline traffic at 2000 ft AMSL. Therefore, pilots executing a VFR flight below the Schiphol TMA 1 are urgently requested not to operate at, or just below, an altitude of 1500 ft AMSL. Furthermore, it is highly recommended to gather up-to-date information regarding the runways in use at Schiphol Airport, to stay clear of the IFR traffic on intermediate and final approach.

7.4 VFR flights in TMAs

In those TMAs where VFR flights without an ATC clearance are permitted, pilots are encouraged to establish two-way radio communication with the appropriate APP/TWR unit. This will enable ATC to be better informed on all traffic, and, in turn, for pilots to receive more complete information on essential traffic.

Pilots are urgently requested not to execute VFR flights in the vicinity of the published instrument arrival and departure routes within the TMAs of Eelde, Maastricht and Rotterdam which are published in Part 3, AD 2: Aerodromes.

7.5 Reporting position at first radio contact AOCS Nieuw Milligen

Pilots executing VFR flights are requested to report their position at first radio contact with AOCS Nieuw Milligen (flight information service call sign: Dutch MIL Info), in order to enable the air traffic controller to establish an optimum air/ground communication. The position may be given as a bearing and distance from common known landmarks such as cities.

7.6 Conspicuity code

Use of the conspicuity code is stated in ENR 1.6.