I need to descend NOW!! - What would you do? 

Hi Jon. With regards to gaining the controllers attention when the frequency is busy, you always have the option to press the Ident button on the transponder. This will alert the radar controller very quickly. In airline flying we use this, when necessary, for weather avoidance when the frequency is busy. Hope this helps.

The Southend controllers are excellent and it's always a pleasure talking to them. I would have orbited if the frequency was too busy to get a word in.

Classic situation. As someone who is based in Luxembourg and fly in CAS regularly I wouldn't have objected to the clearance as it was fine for you it seems. But I would definitely have spoken up sooner and mention I would like to descend before the boundary. I might have done that as a response to the initial clearance meaning I'd read it back and added " and for planning purposes we would like to request a descent not above 2300ft 2min before leaving your airspace." That could have done the trick and perhaps the controller would have been able to already clear you for that or at least it would put everyone on the same page. You are the PIC, they merely offer a valuable service, but it is you who is ultimately responsible and you must act accordingly and in a timely manner, always.

From the UK AIP: “Where controlled airspace is vertically adjoined by Class G airspace, aircraft operating at the base (lower limit) of a control area or at the upper limit of a control zone or control area should comply with the requirements of Class G airspace” Doesn’t this mean you can fly at 2500 London qnh at the lowest level of the TMA (terminal manoeuvring AREA) complying with class G rules? Having said that.. I wouldn’t want to be near the tma boundary just in case any turbulence, wake turbulence from above etc… I’m thinking slowing down, orbit/turn to north where the tma moves away from Southend airspace, all to buy some extra time until the controller can talk to you.

Excellent report, I think private pilots can often feel subservient to professional air traffic controllers but it is important to realise that ATC are there to facilitate a safe environment for all air traffic, not the other way around. I have been flying for over 35 years as a PPL and ATPL and I believe the UK ATC are possibly the best in the world. You definitely identified a tricky predicament. I personally would have flown at 2500' whilst waiting to get a word in. Although the Southend controller said you hadn't been forgotten about, they are only human and could well make an error. South east UK airspace is a very tricky area to fly VFR especially in poor weather and your video will help clarify the relationship between pilot and air traffic.

I transit Southend regularly and I always route via the DET VOR which, a. Gives a higher transit (glide range) b. ATC never gives a level equal to their zone’s upper limit so the transition to the Class G under the London TMA is safe. However, VFR flying requires a height hold deviation of no more than +/- 200’ so I’m not sure why you couldn’t have descended by 100’ or even 200’ to deconflict with the class A and still be technically legal in the class D.

I’m an aspiring ATCO and I love watching content like this looking into the profession. Thanks for making the video and of course Nicole for providing further insight.

As a low hours PPL, videos like this are gold dust, so thank you. Many will recognise the nervousness about “unusual” situations and how to handle them. The info about the orbit is incredibly useful. Whilst I would have followed the same thought process as you, slow flight could have been an option? Reduce speed once within 5 miles of the TMA boundary to give more time? Thanks for these videos Jon!

This was a great look into procedures and regulations in the UK. I am an American and I work in an ARTCC facility to train controllers (CPC's as we call them). I am also a pilot with a CPL/IR/AGI with a good number of VFR and IFR hours in my logbook. When I came into the ARTCC I got an eye-opening opportunity that so few pilots get to see how ATC really works. Among the many things that I have learned I will echo what Nicole said, that controllers are humans too. Pilots all too often just do as they’re told, and not speak up for fear of retribution (getting read the "Brasher Warning"). I have seen numerous situations that could have been rectified by either the pilot or controller just speaking plainly instead of hiding behind the mic or even just speaking up at all to ask a question. Never hesitate to say something if you feel something isn't right. After all, in the end, you are the PIC, and your body is on the line if things go bad.

Great video. When I transitioned from PPL standards to CPL standards, it was tricky flying bang on the numbers at first. The main thing I learnt was, be very disciplined with yourself. If you can hold 2460’ for long periods, then you can hold 2500’. If you’re holding 81kts in a climb, there’s no reason why you can’t pitch and hold 79kts in a climb. Just set yourself hard limits and work hard to stay bang on the numbers. The trim wheel is your best friend. Eyes outside, set the attitude, power and trim. Your instruments lag, so always set the attitude visually and catch the nose if it drops or rises. That will improve your flying skills and you’ll be able to hold speed and altitude hands free without autopilot. If the wx is bad, you just have to work harder at flying and managing the plane to stay on your targets. Couple more options to help in your scenario: 1) Slow down ( bad wx config) to buy yourself some more time 2) Aviate, navigate, communicate: Descend to the legal altitude (aviate) Continue on your route (navigate) Tell ATC what you have done (communicate) NB: Only if you can’t get hold of them before hand. They would most likely have just called you back with your call sign to acknowledge what you have done. It’s better to aviate and navigate the plane safely without busting the class A than it is to descend to the legal altitude prior to receiving the clearance from Southend. 3) If you think you’ve been forgotten and can’t get a word in, press the ident button. You’ll flash and they’ll probably call you. 4) Orbit, as you discussed. It was good for the Southend controller to discuss “direct to” terminology. Even IFR routes have an RNP element that permits an element of deviation from track. Granted, these are protected routes and IFR is different from VFR, but if you’re given an VFR clearance that is not “direct to”, I’d argue that it is still safer to orbit in position than bust class A airspace. Excellent video as always. Keep up the good work.

Being in the comfort of my own home it would be easy to say "I would have done ....." but in reality the pressures we feel in the air as the pilot in command can be very different and make a huge difference to our thinking. I too have brought out some very valuable lessons learnt from this video and will be taking them into the cockpit next time I am out and about as well. Brilliant video again John and always a great pleasure to watch them all.

I have done that flight many times decades ago. I called about 3 mins before you were called. It was not a problem for them. I found a small space in communications. It’s was brilliant to listen to the controller on that zoom call.

I learned to fly last year out of North Weald, and now fly from Southend. As you said, the Southend controllers are excellent, but my experience is that Southend Radar can suddenly get busy at times. It's not unusual to have to wait a few minutes before you get a break in the radio traffic to get a call in, or to get told to stand by for a few minutes. Looking at your route I've got to say that I would have planned to go around the CTR rather than through it. It wouldn't have taken any longer, and it would have avoided this issue, plus avoiding the need to plan a contingency if you don't get clearance through. I appreciate that it can get busy in the gap between Southend and London City, so you need to keep your eyes open.

I think you did a great job! And the conversation with ATC centre definitely reminds pilots to advocate politely. But sometimes it is hard to get a comment in on busy frequencies.... Flying in controlled airspace shouldn't be a problem, and talking to controllers isn't scary. They are part of the team to help get you to your destination safely. I got my private license at Victoria Int'l (YYJ), BC and on my long solo cross country talked to a few different controllers including CFB Comox (YQQ). Of course the best part of that flight was watching the CF Snowbirds Air Demonstration team practice as I stayed well west of their control zone!

Generally speaking the optimum course would have been to have mentioned this in the clearance read back or shortly thereafter if you’d spotted it immediately. If not, and you can’t get in on the frequency, squawking ident is usually a good way to get a controller to talk to you urgently. It’s something we are taught in the airlines, and for more serious issues, such as needing weather avoidance but been unable to get in, we would also consider squawking 7700 and initiating our own avoidance without clearance (obviously not applicable to this case, but worth considering if you ever need it).

Southend controllers are brilliant. I'd have spoken up and have been prepared to orbit at that point. Very interesting points from the ATCO perspective.

For what it’s worth I think you did the right thing. As you know, in spite of learning to fly in the UK 50 years ago I now fly in the US. Frankly, I cringe watching just how impossibly difficult it is to go from point A to point B in the UK. It’s not uncommon to see pilots given numerous different squawk codes. I fly in the Dallas area and generally you can request VFR flight following from the tower prior to departure and will be given a departure frequency and squawk code and they will hand you off to the next controller as you fly along and you will get traffic advisories. You can fly at reasonable altitudes instead of having to avoid all controlled air space. I really don’t understand why the UK has made it so hard to do VFR flights. Back in the 1970s I flew a Cherokee 180 from Wycombe Air Park to Mykonos and back and apart from in the UK I flew VFR along airways at 9500 or 10500 feet with no problems. I landed at Nice, Rome, Athens and Naples without any hassles. The USA doesn’t do everything right, but when it comes to General Aviation they are definitely the best. I think the UK controllers job would be much easier in the UK if they modeled it on the US system. Each controller in the UK has to go through the whole rigamarole of getting your aircraft type, origin and destination and POB all of which wastes ATC transmission time.

Really good video Jon. IMO you definitely had been forgotten about 😂 (15:32). But massive qudos to Nicole for the very professional and very excellent reply in defence of the controller concerned. I can imagine forgetting about an aircraft is a very serious "deal" for them. Nicole sounds like an excellent manager is definitely a very clever and switched on lady. Exactly the type of person that should be in Air Traffic Control. We have a similar excellent controller at Humberside called Tracy who is consistently brilliant. Great vid 🛩️

As always a great production of a common scenario. I have always found that (as in a previous viewers comment) that a reminder of position is always very useful. At 60seconds I would have been sweating too!

Very useful these conversations with ATC after a "happening". We all should have the opportunity to these de-briefs more.

The key point here is, that as a VFR pilot you are solely responsible for your own safety and not busting airspace. ATCO’s are not there exclusively for an individual and are often handling the safe conduct of multiple flights. Part of ppl training says, if you are given an instruction that means you cannot maintain a legal flight path then you should state that back to the ATCO. The onus is always on the pilot. The moral here is if you are going to enter controlled airspace you should have a plan b and possibly c. I personally think all concerned did a good job and this video highlights good practice.

Very interesting....my thought was "an orbit" to gain thinking time and radio time to "chip in" on what became a busy frequency to query the exit boundary re altitude....i'd keep in an orbit until i was satisfied and had received a response....also...as the Head of ATC services at SND said "An aircraft orbiting would have bought to the attention of the ATCO that aircraft". It's all about communication even non standard comms to clarify an instruction that has been given. Thanks for posting.

Great video and good on Southend for coming on and being open, discussing the situation. As the situation was building, my immediate thought was to do an orbit. That's the option I'd have chosen, at about 2.5nm before the boundary (perhaps a tad before your final call). Worth pointing out that I fly in the North East in lovely quiet airspace (along with the wonderful Newcastle Approach, who are so accomodating). I've never flown in the busy London areas that you do, and have huge respect for pilots like you that fly in such a complex VFR arena, day in day out.

Excellent video, love this kind of dialogue with ATC, makes for a great working relationship and safer for all concerned. I had a similar situation myself and ended up doing a couple of orbits. Certainly gave me time to relax and think through my options while waiting for a slot to call. I would always recommend for anyone learning to fly to visit ATC early on in the stages of training, helped me a great deal, especially by putting faces to the voices.

I was in Cardiff CTA when I was returning from a nav exercise in my pre-PPL days; I was cleared and flying a published VFR route which led me to the end of the downwind leg for the right-hand 12 circuit. On the frequency there was another aircraft in the circuit that sounded like it was going to arrive at that point at the same time as me. I did one orbit left for spacing. What I should have done was to query it. But nothing untoward happened and I didn't get asked to copy a number to call after the flight finished. :) The controllers at Cardiff were lovely. This was well before the days of moving maps being common. Nine years since I've flown though... good times. I did a night rating and IR(R) as well (that wouldn't be enough for Class A of course; also the spam cans in the club were probably not good enough for class A either in terms of equipment on board). I hope to get back behind a yoke someday!

If anyone wanted to watch a concise, well considered and well edited production, then they will not find a better example. To consider following up on what was already an interesting situation, by inviting Nicole to put her side and of course for Nicole to have the trust and respect for you and your channel Jon, was crucial to making this brilliant instead of just good. Every time the viewer is thinking, "ahh but what about that...?" you asked the question. I have listened to Southend ATC since the early 90's and have seen the airfield go from a popular GA base to a much respected and very professional major London airport with its own controlled airspace. Throughout that entire time, the ATC has always been accomodating, courteous and friendly and its professionalism has never wavered despite those massive changes. Thanks for your usual (unique) combination of factual and humble presentation - you are never scared to show it exactly how it is which gives the viewer an immense respect for your opinions. Also, thanks to Nicole who took time out to contribute and make this video so valuable to pilots everywhere.

Love your work sir, always so balanced and informative. Thanks to all the ATCO's for what you do.

What a great video, addressing that little confidence issue with pilots that can lead to bigger problems a mile or two further along.

Honestly I would have done the same as you did (and my fallback would have been an orbit too), all other options are overly conservative (and I’m a very conservative pilot, always on the safe side). Maybe I would have tried to get a call in 2 minutes earlier than you did, but it’s possible that it was really so busy that that was impossible, this I can’t tell from the edited video. Thanks for sharing.

interesting subject but very impressive how you filmed the zoom type call on cameras.

Great job, and useful to hear the other side of this situation. I think my reasoning would be based on the expectation that deviating from a clearance within Class D is preferable to busting Class A, and further that changing course (eg orbiting) is preferable to deviating from assigned altitude. Finally I would pick an orbit that takes me away from where I anticipate other aircraft to be - in this case orbiting to the north, as I would anticipate that keeps me away from aircraft arriving or departing Southend.

I always plan to avoid CAS, cross is a bonus. If I couldn't have got a word in I'd have probably just done a dirty dive and informed when able, just like for wx. But location is a function of that. Elsewhere, e.g. in the overhead an orbit might be better/safer. I think the mentality that it's "illegal" to deviate from ATC instruction is the issue that leaves you questioning yourself. You're in a position where you're unable to comply, with the Class A infringement being a worse outcome.

Cracking video Jon! Some very pertinent information and discussion that is very useful! THanks!!

Great video, especially clarifying the “orbit” question.

As always very good one. Very informative. Thanks for the knowledge transfer.

It's a difficult one from an ATC perspective for a number of reasons. One thing to bear in mind is that if you have not been issued a heading then you are on your own navigation and are able to deviate from your track if you deem it necessary. But it is a very challenging thing as a controller when talking to VFR traffic in Class D as the workload can spike very fast.

Great video and very helpful for us all. The head of ATC was great and very helpful in reminding us to just ask for help when we need it. I love flying through this type of airspace and it helps me to be a better pilot honing both my control and RT skills.

What an excellent video… plenty of learning points. Perhaps the most pertinent being query at the point of clearance.

Earls Colne is few miles across the fields from the little village I grew up in. I used to cycle over on sunny weekends to watch the light aircraft.

That was a really useful insight. Thanks Jon

Great video. Nice to see the discussion with ATC. Often after flying we get in our car and go home, sometimes wondering what happened, but often being none the wiser. This video seeks to understand - well done.

Great video. I would just like to say how much I enjoy this channel. Not being a pilot but just a fan of aviation I very much enjoy seeing things through the pilots eye as it were. I especially enjoy your airfield visit videos. Keep up the great work👍👍👍✈️✈️✈️🛩️🛩️

Great video Jon. Really enjoyed that one. I am a pilot who tends to steer clear of controlled airspace where possible. It was great to hear the views of ATC and to know to listen for the 'direct to' or whether an orbit is permitted. Very useful video.

Very informative - though if you fly a gyro you can just point it into the wind and (pretty much) hover till you get your clearance, then make a zero air sped descent and be on your way!

Superb video Jon. My immediate gut feeling was that I would have orbited to buy time. In the heli we would probably slow down as option 1, then orbit as option 2. Great to see the controller perspective too. 👍

Appreciate you sharing this. As always a great production.

This is such a useful video, thanks Jon. I’d love to see more like this where the “other side” (ATC) is highlighted. As your guest said, they are human, they want to help and pilots should not be afraid to communicate. Also: my instructor always told me to just orbit in situations like that. Glad to hear that’s ok with ATC too 😀

Very informative and interesting, I do not think anyone can criticise as that is unfair. And you are doing a great job of sharing experiences of flying, well done 👍

Thanks for publishing this video Jon. Flying in / out of Liverpool class D airspace all of the time, I can empathise with you and that a busy frequency can be a nightmare, especially when you feel like you are competing against IFR traffic. I have had a similar situation before and I decided to orbit until there was break in transmissions. I have also found breaking away from the radiotelephony rule book and speaking plain English isn’t a sin. Thanks to a previous comment also, regarding the ident button! I have never considered it before but, could also be an option! Great video’s, keep up the good work you do for our GA community!

Learning points all round. Thanks for the video.

A really useful and interesting video - every day is a learning day! Thank you

I fly for a UK airline and this is not only applicable to GA let me tell you. ATC are generally great but we have been forgotten about when making our way through the London zones descending to a destination on the south coast. It can really give you a headache when it happens and as you identify, the frequency can be so busy you can't even get a word in and have to keep the assigned heading and altitude into the abyss. You end up high and on the wrong side of a STAR and it just snowballs if not careful. The threat for us is "Dirty Dives", 250kts by FL100 which is not always possible when being asked to make a restriction requiring 3000-4000fpm descents when at 260kts in level flight and workload with a cabin full of pax to think about also. If it's gonna screw you up, Aviate, Navigate Communicate. Ask for extra miles, tell ATC unable best you can give is "x" if need be and ultimately don't assume ATC will always have you covered because they sometimes don't (which is rare but true) due to complexity of situations at any point in space.

If no way to contact the ATCO on the congested frequency, I would have carefully desceded to 2400' right before Heathrow Class A, still within the Class D. As Nicole said, the VFR routings and altitudes are not the same as IFR routings and altitudes, primarily because the pilot remains in charge of separation from other VFR traffic and also clouds, so there is more room for these deviations, and it resolves the problem in 10-15 seconds vs. a 2-minute standard turn rate orbit

Not being in the heat of the moment I can't say for sure what I would do, but my options would include slowing down, orbiting, and, as a last resort, descending anyway. I've done all three in response to various situations.

Very useful content and smart to have that conversation with ATC afterwards. Thanks

Really great video and brought to life with the interview from ATC. Thank you so much for sharing. It helps to make us all better Pilots 😊

This is such a good video Jon. It highlights the importance of pre flight threat error management. Pre-empting and thinking through your options for different phases of the flight at ground level with a hot cup of tea is way easier than working them out at 2500ft with added suspense.

One of your best, a really useful discussion on the pilot controller relationship. Newby pilots are intimidated by controllers and they should realise controllers are there to help pilots.

Brilliant. A really clear and very constructive video, covering what was becoming a tense moment for you. I am not a pilot, but have spent many years in and around GA and for me, I too would have been running the exact same scenarios....should I put in a quick call to ask advice and thus ensure for my own mind, that the controller had not missed me?, and also the option to set up an orbit in order to buy time and create a visual alert at the same time. The debrief here is quite reassuring and it's very good to know that the controllers are happy to try and handle your concerns during the flight, with a brief plain English Q and A!! Happy Flying.😊

Great video, Jon. I would have commenced an orbit and then attempt to contact ATC as soon as possible. I have done so before when I was awaiting clearance to enter Class D airspace, albeit from Class G so I had free reign in effect. But hearing from the ATC rep at SEN in this video about the question on whether its permissible to do an orbit within controlled airspace as you found yourself, is useful to know and she was right to remind us all that its all about Aviate, Navigate, Communicate. I'm in the same boat as you about speaking with ATC in that you don't want to feel like you are a burden but even I have to keep reminding myself that they are human beings at the other end of the frequency.

As always some of the best GA content on the internet. Informative and promoting thinking.

A very interesting video Jon. As you have said and other people commented, I have always found the Southend controllers very helpful but it only goes to show how these situations can develop.

Oh man! I'm glad I'm not the only one who has run into this exact issue. Thanks for this video!!

From watching many Pilot Content Creators from around the world over many years now, it seems that the UK has the absolute most draconian, complicated airspace out of any country that I am familiar with. We are spoiled in the US I guess - if I wanted to fly into NY Kennedy or Chicago O'Hare in my Piper Comanche - even VFR I could. I certainly can fly over and around them with relative ease. It seems that in Europe and most Asian countries, while not as easy as the US, it's certainly easier than the UK. I would be curious of John's take since he's flown in many different countries.

Very educative video! I have been instructing pilots in Holland, Belgium and the U.K. What I notice here in the U.K. is that as part of the politeness culture in this country private pilots are reluctant to query clearances or to ask re-clearances. Unable to comply is a perfectly fine thing to say! In this case asking a re-clearance in time would have been helpful than leaving it rather late. The morale of the story is to speak up and work together. Don’t be shy they are there to help but are only human like all of us!!

Very informative. I was thinking orbit and maybe contact them again at the point where you were approaching the new airspace. Or just jump in with a position report. I often do that to keep things sweet with ATC.

Quite possibly one of the most useful VFR flying videos that I have ever seen.

Very good video John and a very good learning point re the omission of the word "direct" So difficult to say what one would have done in hindsight, as likes of me would very likely have relied on SD RE the class A. So I probably would have done exactly what you did! So little controlled airspace here in Zambia which makes the thought of flying in the UK terrifying!. We do have the odd nuance here, for example I was cleared to an IFR waypoint on a VFR flight a wee while back. Luckily I had a 430 and use of the nearest function got me on track but a startle effect for sure!!

An excellent video, Jon. I do believe I would have done exactly the same as you, with it in mind that if the controller didn't call up as I approached the boundary and I didn't have the opportunity to call because of the constant RT, I'd force in a radio call to say I was approaching the boundary and 'request descend'. Then I'd try to get under the London airspace I was approaching. In hindsight, after watching your video, in the same scenario I'd have it in the back of my mind to orbit until I could get a message in, rather than keep on track and dive under at the last minute.

I think the lesson learned here is to stay ahead of the aircraft and not be afraid to give valuable information (such as querying clearance if unable). In the end it is our life on the line up there, so as you mentioned, being more assertive would be wise. Again a very valuable video. I got my PPL last year (In the UK) and your videos were very valuable and still are to help understand the mess that is UK airspace.

Really useful video. Some useful fact came out here particularly about the orbit. Very good to know.

Another good video to learn from and gain confidence...that's to Southend for being so helpful with there thoughts!

Never be afraid to challenge a clearance, I would suggest that you should have requested a zone transit, then given the clearance responded with a request to descend to a level below the Class A airspace say 3-5 miles before the boundary. You are in charge.

Excellent work, very informative from both worlds, controllers in the UK are among the best 👌

Thanks Jon, another gem. Your video covered the learning points well, especially the question of orbiting in CTA which was new to me. A thought struck me about congested radio channels - might it be useful have a single word nominated e.g. "break" or "urgent" that a pilot could utter between busy radio chatter that alerts users that said pilot requires immediate message passing? Cheers, Phil C

Great video, very helpful. I would have orbited, but with the doubt that wasn't allowed. As I understand from this video a "Direct to" clearance prohibits an orbit, otherwise you can orbit. Thank you!

Another fantastic video Jon! Once again, it's great that you can be critical about yourself and use it as a learning tool for yourself and to help aide others for a greater good. It was great to see the problem from both sides and have Nicole's input from a controller's perspective was great to hear. It does go to show it really isn't a "Them/Us" relationship between controller's and pilots. Being British I may be a little biased, but I do think we have the best ATCO's in the world. 😁

As usual, a very well produced video. I side with other comments in that I would likely have orbited. I agree with you that maintaining 2500ft would have been difficult without deviation that may have flagged an infringement. Air traffic controllers, particularly at Southend, do a really good job. I know GA may sometimes annoy them, but a lot of us are learning and want to do better and help them as much as they want to help us! Excellent insight from the Head of ATC - very professional, accommodating and well explained - really showcasing a good image for the airport. What I will say is I do suspect you may have been forgotten about in this case (human error - it happens) 😂

I have taken to making a phone call to the relevant control centres the day before as part of my planning just to ask for their help and advice, I've been amazed at the helpful enthusiasm and really good advice they give out. As they say: 'pre-warned is pre-armed'.

Well done Southend!

If I was in a similar situation and really couldn't get my call in I would have maintained altitude and taken up an orbit near the edge of the zone l was cleared to cross / transit say within a mile "before" the class A TMA. I think ATC would have spotted you manoeuvring on radar pretty sharpish and called you. It's similar to when requesting a zone transit and initially told to remain clear of the zone with ATC saying they will get back to you but forget due to workload. Interesting topic.

I remember many years ago as a very junior first officer being given a "tip" by an experienced captain for how to get in on the frequency when it's urgent and you can't get a word in edgeways: simply press the transmit switch for several seconds to create a stuck "open mic" situation so everybody stops transmitting. Then quickly release the button, then go straight back in with your transmission. Would never condone this way of doing things, of course, but when needs must!

Big learn for me is have a plan B - probably one of the simplest but high impact unofficial training videos see recently. Thank you so much..

I would have asked earlier with at least 5 mile before as it is the PIC who is responsible not the controller or I would have asked what will happen at the Class A boundry. I have found controller great (especially at Norwich) and helpful when I have asked for decent or deviation to remain VFR, after a drirect clearance.

Great informative video!

Thank you so much for making this video, I fly an Aeroprakt in Norway, and experienced a somewhat similar scenario, where I was approaching a new controlled airspace from a controlled airspace, and did not have clearance to enter the new airspace. I was on a specified altitude, and as I was approaching the boundary of the next airspace, the frequency got super busy. I ended up choosing to orbit (and with an Aeroprakt in which I can comfortably orbit at 50 knots, I pretty much look like a helicopter on a scope.. ;) ), and after 1,5 orbit, I got the call in to request frequency change. But as you describe, it isn't a comfortable feeling to get into that situation where none of the options aren't "cleared" options. My takeaway is to give myself a bit more time, and to query earlier. If request is denied, at least that will remind the controller that my situation needs to be dealt with in due time. Also a huge shoutout to the controller from Southend that took the time to talk through the process, it is so very valuable to get both sides of the situational understanding, and facilitates even greater learning!

Very interesting film. I gained my PPL at Southend many years ago. It looks like a lot more regulation in the area now. As an aside I will always remember the controllers at Southend telling me to line up and hold on 24 (as it was then) then a minute or two later the Red Arrows made a very low fly by straight over the runway. A fantastic sight and one l never forgot. Would love to get my hands on the controls and see if l can still do it but getting on in years now.

Great video. Great question. No idea if I would have had the presence of mind to do this in real life, but from the comfort of my armchair I’d like to think that, on receiving the clearance, I would have acknowledged it and immediately asked for what the procedure would be for descending, in advance. But hey, who knows if that would have happened! Super helpful video thanks Jon.

Interesting situation. What would I have done? Dunno, wasn't there. I'd probably have orbited to give myself some thinking time.

Great video Jon. Thought provoking in the most positive way. Always learning especially as I use that bit of airspace too 👍🏻👍🏻 and the team at Southend are top draw.

As a student pilot on my xc solo a few months back. I did an orbit as I was given a clearnace to a destination I wasn't familiar with. So I orbited to give me time and to find it on the chart.

I my humble opinion your only “error” was not to call up earlier to request descent and hand over to next controller. But that said it is much easier where I mostly fly in France as we always have this hand over to another controller, so the previous controller will hand you over whilst still in their airspace, and at that point you are free to change altitude as required…. But if in doubt, or hand over not achieved, 360 whilst waiting every time.

A quick ‘G-IV request’ would have been a short, sharp way to get a word in

Fascinating video. Thank you. Why not get your full IR? Someone with your experience and knowledge would walk it, for sure!

They are always good to me. They even reminded me that I should descend to not infringe when exiting. 😊

Moment 2:58 is a useful picture to pause on. The route you chose that day is defined by a big dogleg that takes you into controlled airspace. A more direct route to the west of Southend, whilst taking you close to the City Zone would have entirely avoided the scenario at the heart of this episode. I am not an advocate of avoiding controlled airspace in general, but on this occasion, the routing selecting seemed to create the need a transit from the outset, when none was actually necessary.

I probably would have had London in the no. 2 radio and if worse came to worst I would have just called them up and confessed. "Hi, it's me, I'm here, I just busted your airspace, what shall I do?" It's best that they know and can deal with you safely. I say that assuming it would not have been okay to turn left to remain inside the Delta.

A very good and informative video and many of us will have experienced a similar situation I spoke with you at Sywell earlier this year when I questioned your non use of the autopilot when in a busy environment. You explained that you had insufficient confidence in your auto pilot. Am I to presume then that this is still the case and that is why you were not using what is, after all a vital aid that would take much more off you

Like you, I'm not sure if I agree wit the option of continuing at EXACTLY 2,500ft. That would've undoubtedly resulted in an MOR! I would've orbited if not managing to get in on the radio.

Handled just the way you were taught and given the circumstances around the airspace grab from comercial entitys like southend you did well. fair play to the controllers nice one sir crack on