GA1352

[Airport] have recently seen an increase in controlled airspace infringements. As a result of investigations and ongoing analysis, it has become apparent that this is at least in part due to an increase in pilots operating under the misapprehension that our airspace was closed (NOTAM’d deactivated). A common theme amongst a few of them is the use of ‘third-party software’ as an assist to flight briefing and navigation, and a failure to properly understand and assess the information displayed under the NOTAM tab.

For example, during the month of June, [Airport]’s Class D CAS was de-activated daily between 2000-0530Z. When issuing a longer-term NOTAM covering set daily closure periods such as this, the NOTAM Office require us to issue the NOTAM from the 1st-30th, with a daily schedule for the closure periods, as opposed to a separate NOTAM for each day.

We have approached the manufacturer of one such popular provider, who were most accommodating in their response. It seems that all information is readily available for the pilot. The problem seems to be the pilot’s interpretation of the information displayed. On investigation, it seems that an easy mistake for the pilot to make is to read the headline ‘Deactivated by NOTAM from X to Y’ and either misread, don’t understand, or fail to notice, the ‘Schedule’. They have the option to ‘touch for more details’, which opens the full NOTAM text in another box, but either this is not being done, or again the ‘schedule’ part is misunderstood.

The purpose of this email is to ask, via the medium of CHIRP, that pilots using popular third-party systems as a navigation/flight briefing aid, are made aware of the need to fully interrogate NOTAM information as presented to them on a digital display, especially the ‘schedule’ part, and to be made aware of its purpose and meaning.

Basically speaking, if ATC are operating, it’s best to assume that the CAS is also active. Always call in good time and ask, irrespective of what you believe the NOTAM says. If asked to stand-by, or no clearance is received, route around and avoid – operate under the assumption that CAS is active unless confirmed otherwise by ATC/ATIS. ATC are obliged to MOR every incursion, however minor. This includes those where mode ‘C’ indicates inside but the pilot reports outside.

Please don’t rely on the summary page of nav-aid without question – it is no defence against the MOR!