Say I have requested a special VFR to enter Class D airspace. Approach acknowledges and clears me into the Class D airspace. After entering the Class D airspace the airport visibility drops < 1 mile.
Am I required to exit the airspace or can I continue as normal?
The clearance comes with the catch that you need to maintain the minimum visibility requirements and sky conditions, if you're not able to, you have no clearance, it's pretty much as simple as that. Either you need to navigate in such a way that you avoid the weather (which might require you to leave the airspace) or you can do one of two things
If it is deteriorating so quickly that you cannot go back to where you came from (i.e. the weather is not better outside the D), you'd be flying illegally outside the D as well, so no point in going there really, but more importantly, if the weather is deteriorating that dramatically, you don't have much time before you'll be completely blind, and by that time you'll want to be on the ground with as little injuries as possible, no matter where or the condition of the aircraft.
Note that the minimums are different depending on where you are (jurisdiction) and type of aircraft.
Say I have requested a special VFR to enter Class D airspace. Approach acknowledges and clears me into the Class D airspace. After entering the Class D airspace the airport visibility drops < 1 mile. Am I required to exit the airspace or can I continue as normal?
If conditions at a towered airport are not IFR, can pilots request a special VFR clearance? For example, at a Class D airport, ceiling 1300 broken, 10 sm visibility is technically too low to remain in the pattern (assuming a 1000 foot AGL pattern and maintaining at least 500 feet below clouds), yet it is not IFR. With a Special VFR clearance, the pilot would be able to maintain a 1000 foot pattern and remain clear of clouds. If the pilot requests SVFR, will the tower grant it?
Hi – Here’s the scenario: The flight starts night VFR, with broken ceiling at destination (class C airspace) and expected to improve according to the pre-flight abbreviated briefing. I'm IFR certified but prefer to stay VFR to dodge icy clouds along the way. Now I’m about 15nm from my destination, talking to approach control, and the ATIS calls the ceiling overcast: it's apparent I'll have to file one way or another. Approach is busy, but not overwhelmed. What is the best way to handle this situation on the radio? I have the ATIS, picked an approach and have a squawk code (advisories
In class D and E airspace, there is no separation between IFR and VFR traffic. However, most airspace in the United States below 18,500 feet MSL is class E airspace, which is exactly where non... at 10,000 feet in VMC on an IFR flight plan while in class E airspace. I'm pretty sure many pilots will be on autopilot without taking too much notice of what's happening outside but according... can't remember ever seeing a report on a midair collision between IFR and VFR aircraft in class E.
This question is somewhat related to this other one. I listened to this exchange between a helicopter and Newark. http://www.youtube.com/watch?v=oHNvXPbZ7WI The helicopter wants to land at Newark. The controller tells the helicopter to remain clear of the Class B. I'm aware that the controllers must give clearance to operate in certain classes of airspace, and the helicopter wasn't granted clearance to do so. Why was the helicopter denied (as far as can be deduced)? What should the pilot have done differently, either to get clearance to land at Newark or to anticipate not being able to?
I just flew into Bravo unintentionally 48 hours ago. My error: I thought I was 1,500 feet above the ceiling, but I was 1,000 feet below it. Furthermore, I had an incorrect frequency for Approach, and while I eventually found the proper frequency (I'd planned to request flight following) I had crossed over the outer ring. When I contacted Approach, the Approach Controller explained I was in Bravo, and to turn West and exit. I did say, "Am I not ABOVE Bravo airspace?" He said "No, you're in it" and to fly West and exit. From that moment, I followed approach control's directions to a T
Can an airport not eligible for an FAA tower and controllers choose to fund their own air traffic control tower? Can that airport require pilots to taxi, approach, land, and take off according to their tower's instructions? If so, are there requirements for the controllers in terms of certification, or can they hire anyone they deem suitable for their airport? Do they have to coordinate with the FAA or air traffic control system in some special way?
With the intention of landing, taking off, or entering the traffic pattern at an airport in Class E airspace, what is the minimum ceiling and visibility as a VFR pilot in the USA.
that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot to actually be working or engaged. Assuming that my MEL allows me to defer the autopilot and still fly, can I fly in RVSM airspace? Some people however say that if you are in RVSM airspace...FAR Part 91, Appendix G, Section 2 says: (c) Altitude-keeping equipment: All aircraft. To approve an aircraft group or a nongroup aircraft, the Administrator must find that the aircraft meets
Are there any sites similar to SkyVector (US-based) for GA aviation maps in Australia? I understand that Air Services Australia has miscellaneous single-purposes maps available, but they seem to be mostly airport diagrams and approach procedures. I'm looking for GA VFR maps. If the only thing available is SkyVector's world maps (of Australia), how accurate are they?