In this guide, we will go over Humberside’s Transponder Mandatory Zone (TMZ) or Radio Mandatory Zone (RMZ), the required equipment to fly in Humberside, important calls, contingencies, and more.
Humberside was a non-metropolitan and ceremonial county in Northern England. It is composed of land from either side of the Humber and created from portions of the East Riding of Yorkshire, West Riding of Yorkshire, and the northern part of Lindsey, Lincolnshire. For aviators, Humberside serves as a unique opportunity to fly in an uncontrolled airspace.
That’s right! Humberside is marked as a Class G or uncontrolled airspace. The area doesn’t see much air traffic, and even though there was work to establish a Class C or Class D airspace around the area, there just wasn’t enough traffic to warrant the added costs, so the idea was scrapped, and Humberside was assigned a Class G airspace.
Today, the region stands as a gateway for aircraft enthusiasts looking to take to the skies in a clean and relatively clear airspace.
However, there are a few considerations to keep in mind, even when flying clear in a Class G airspace. In this guide, we will go over Humberside’s Transponder Mandatory Zone (TMZ) or Radio Mandatory Zone (RMZ), the required equipment to fly in Humberside, important calls, contingencies, and more.
HUMBERSIDE TMZ/RMZ
Humberside does not have a full Control Zone of Class D like many regional and busy airports. There is no ATC separation service in this region, so pilots are responsible for looking out and maintaining safety by using CAA best practices.
Since there is no separation service, pilots are instead instructed by the CAA to establish a Transponder Mandatory Zone (TMZ) or Radio Mandatory Zone (RMZ) around the airport.
Under Transponder Mandatory Zones, pilots must carry and operate a working Mode S transponder with altitude reporting.
For Radio Mandatory Zones, you must establish two-way radio contact with Humberside ATC before entry and continue to maintain it inside the airspace.
In the UK, both RMZ and TMZ are governed by the Policy for Radio Mandatory Zones and Transponder Mandatory Zones set by the Civil Aviation Authority (CAA) and the Standardised European Rules of the Air (SERA) requirements.
The reason why these areas require a TMZ or RMZ is to mitigate radar “blind spots” caused by blanking over wind farms, particularly if flying around Humber Gateway.
The blind spots occur due to the turbines, which cause clutter or interference with primary radar returns. To counter this issue, the CAA established a TMZ to ensure all aircraft transiting remain visible via the Secondary Surveillance Radar or SSR. This keeps the skies safe for everyone and allows pilots to operate their aircraft efficiently.
By using TMZ and RMZ combined, pilots around Humberside can enable better ATC awareness of traffic near turbine-affected zones without imposing a fully controlled airspace. This strategy not only saves costs but also allows effective transitions for pilots.
Humberside TMZ/RMZ Explained: Equipment, Calls, and Contingencies
Now that we know all about the basics of this region and its Class G airspace, let’s dive into the specifics of Humberside TMZ and RMZ.
We’ll begin with the equipment requirements when flying in this area. To legally fly inside the TMZ, pilots will need the following:
Transponder
A transponder is a device that sends and receives specific radio signals. This allows pilots to communicate and allows them to be tracked or located via radar by ATC on the ground. A pressure-altitude reporting transponder like Mode S, C, or A is required inside a Transponder Mandatory Zone.
If the entering aircraft does not have the required transponder, then, as per policy, pilots may be able to use alternative forms of electronic conspicuity like ADS-B out or other similar systems. However, this is rare and must be explicitly authorised.
Two-Way Communication
Pilots must have a capable and equipped radio system in their aircraft. When entering an RMZ, pilots must prove that they have a capable radio system by establishing two-way communication on the appropriate frequency.
Before entering, the pilot will establish contact and share their information during an initial call. This information can be the station you are calling, your callsign, your aircraft type, your current position, level, intention for entering, and any other required information.
Pilots will have to wait until they receive confirmation or approval for entry. If the ATC replies with a “standby” call, then the pilot will have to wait until they get express approval.
Radio Procedures
Pilots must follow all the SOPs for entering a Class G (or any) airspace. This includes the pre-entry protocols that include monitoring the relevant ATC frequency, making the initial call, waiting for acknowledgement, and ensuring that your transponder is turned on and set to ALT or Mode C with an appropriate squawk code.
During transit, the pilot will continue to maintain two-way communication unless they are instructed otherwise. Pilots will also need to respond promptly to ATC queries regarding traffic, headings, and level changes. You will be responsible for keeping the transponder functioning and ensuring that the communication is stable and connected throughout the transit.
Finally, during the exit, you may be cleared to turn off or change your aircraft’s transponder mode once out of the TMZ. Once outside of the TMZ/RMZ, pilots will be required to follow the usual protocols related to squawk changes, frequency changes, and more.
CONTINGENCIES FOR HUMBERSIDE
If you can not comply, there are a few contingencies that pilots can fall back on. These contingencies can be brought on in emergencies or during equipment problems. For example, if your aircraft lacks a working transponder or the equipment malfunctions, the CAA provides the following guidelines:
Following Alternative Provisions
The ATC should be responsible for providing alternative provisions for non-compliant aircraft. In the case of non-compliance, the ATC might grant permission or clearance for a non-transponder aircraft to transit only if the traffic allows it.
Rerouting
Rerouting would be a logical decision for pilots who run into problems while entering Humberside or any Class G airspace. Pilots will ideally have to reroute around the TMZ using their flight plan.
Every good pilot has a robust flight plan that includes alternative routes and contingencies for situations like this. So, you should always refer to your flight plan for alternatives instead of working the problem in the air.
Transponder Failure
If you are already in the air and discover a problem in the transponder before entry, then you should contact ATC well in advance to declare a transponder failure. Pilots will additionally have to request approval or instructions to avoid the TMZ entirely.
In the case of LOS or Loss of Signal, pilots will need to abide by standard radio-failure procedures, which include setting squawk to 7600, flying the last cleared route, maintaining altitude, and more.
VFR, MAINTAINING SEPARATION, AND FOLLOWING BEST PRACTICES
Since most private pilots fly under VFR, it is important to note how it plays a role, especially in flying in restricted and uncontrolled airspaces, like in Humberside.
Under VFR, pilots are responsible for:
Maintaining separation from other aircraft
The basis of ATC operations is to ensure that aircraft don’t crash into one another in the air. VFR allows this in two ways. The first way is that it provides clear visual information which the pilot can use to avoid problems themselves. The other way VFR helps is that it enables ATC personnel to accurately track pilots in the air and use visual/radar information to keep pilots separated.
In other words, separation means keeping a safe distance and being able to see other aircraft in the skies. This not only allows for a safer route but also allows the ground crew to plan routes carefully to not overlap with existing aircraft in the area.
Navigating using visual references
A benefit of flying under VFR is that pilots can use visual cues as references to ascertain their position, general altitude, and nearness to airstrips.
Flight routes are well-planned as it is, but even if a pilot becomes disoriented for some reason, they can use the high visibility to their advantage and figure out where they are in the area. For example, pilots can use landmarks, roads, rivers, or other manmade or geographical features to pinpoint their location.
Avoiding controlled or restricted airspace without clearance
One of the biggest ways VFR is helpful is that it enables pilots to avoid routes that are off-limits. Whether it is uncontrolled or restricted airspaces, aviators are required to take advantage of VFR to keep themselves safe in the skies by actively scanning for aircraft, even in low traffic areas.
Pilots can also use landmarks or buildings to determine whether the airspace is restricted or uncontrolled. For example, in the case of a military building nearby, pilots can safely assume that the proximity of the building has restricted airspace.
According to the Civil Aviation Authority (CAA), there is a clear criterion for VFR flights:
Weather Conditions
The “weather minima” dictate the minimum acceptable weather conditions to safely operate an aircraft without additional certifications or training. VFR flights are only permitted in Visual Meteorological Conditions, and these conditions vary by airspace class, altitude, and whether you're flying above or below 3,000 ft.
For example, Class G airspace allows for below 3,000 ft AMSL. This means that the skies are clear of clouds, and you can visually see the surface with 5 km visibility. Meanwhile, Controlled Airspace (Class A-D) requires 5 km visibility and a 1,000 ft vertical/1,500 m horizontal distance from clouds.
CONDUCTING SAFE FLIGHTS WITHIN TMZ AND RMZ
Here are some useful tips for pilots who want to fly within TMZ and RMZ while in Humberside:
Looking out for Airports
This depends on whether you plan to transit or land within a Class G airspace. For pilots transiting, it is important that they follow all the usual best practices for operating their aircraft. The only added requirement is related to the transponder settings. As mentioned above, pilots will need to tune their transponders to listen in on the nearby ATC so that they can remain alerted.
On the other hand, if you plan to land, then knowing about all available airports is standard practice and can even be critical during emergencies.
In case of an emergency due to technical or mechanical problems, pilots will have to ground their aircraft as quickly and safely as possible. This is why every private pilot must know all the available airports that they can access during their route.
Ensuring Aircraft Health
Aircraft require periodic maintenance to keep them “healthy”. In other words, technicians keep an eye on the interior and exterior functions of the aircraft to ensure that it remains functional throughout the flight.
This means checking the control surfaces, inspecting the aircraft thoroughly, checking the electrical equipment, and, of course, ensuring that the radio and transponder work perfectly. By flying a highly maintained aircraft, you can be sure to never run into transponder issues or equipment failure while flying in restricted or uncontrolled airspaces.
Always Make Room for Contingencies
Even under VFR, where everything is optimal for flight, there are things that go wrong; some of these circumstances can be addressed by flying a maintained aircraft. In rare cases, you may even face unforeseen circumstances like engine failure, equipment malfunction, or weather issues.
This is why pilots are required to remain on their toes and always keep some room for contingencies. Whether you are flying into restricted or uncontrolled airspaces, it is important to remain vigilant and refer to your flight plan, which should contain alternatives and contingencies to help you get out of tough jams.
For example, pilots who have developed contingencies can simply choose to opt for an alternative, pre-planned route that can potentially save them time instead of entering a controlled airspace, which may have several strict restrictions.
WHY CHOOSE SHERBURN AERO CLUB
Sherburn Aero Club, which has been operational since 1964, is the ideal place for most of your training and flying needs. It is one of the largest flying clubs in the North of England and also one of the largest in the country.
If you wish to begin your career in aviation or wish to take to the skies as a hobby, Sherburn’s flight training school offers private and commercial licences, along with pilot medicals to ensure a smooth journey going forward.
For those who wish to experience the thrill of a flight for fun or to help fuel their aviation dreams, Sherburn offers experience flights for the newbie, as well as the veteran, in various types of light aircraft.
The flight experience option is also available for people who wish to take to the skies for special occasions, even if they aren’t into aviation in the long run.
With a large fleet of new aircraft and an airfield refurbishment with new runways, hangars, and an extended clubhouse, we cater to brand-new flyers who have just started their journey to the skies, as well as seasoned flyers who have been operating aircraft for decades.
Sherburn offers a dedicated day-long Flight Radiotelephony Operator’s Licence (FRTOL) course for those wishing to get the certification, running on the first Sunday of every month.
In addition to that, if you are looking for a hangarage for your own aircraft, need servicing or repairs, want to buy a new aircraft or aviation equipment, or are just looking to enjoy and watch the aircraft, Sherburn Aero Club is the place to be.
Call us at 01977 682 674, email us at flightdesk@sherburnaeroclub.com, or message us via our online contact form for more information on Humberside TMZ/RMZ, equipment, calls, and contingencies.
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