I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport. On approach control's frequency, I said:
Tampa Approach, Cirrus 123AB, 5 miles southeast of Tampa Exec at 1000 feet, IFR to Ft. Lauderdale Exec
The approach controller responded, annoyed, saying something like "Well do you have an IFR flight plan or are you reporting IFR??"
I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when the freq is busy. What is the technically correct way to get an IFR clearance on an existing IFR flight plan?
There is one example in the AIM used for transitioning from VFR to IFR, and it how I've always done it:
"Los Angeles center, Apache Six One Papa, VFR estimating Paso Robles VOR at three two, one thousand five hundred, request IFR to Bakersfield."
Notice that they specifically say "VFR" right before their current location and also use the word "request" to make it clear what they are looking for. I would change your request to:
Tampa Approach, Cirrus 123AB, VFR 5 miles southeast of Tampa Exec at 1000 feet, request IFR to Ft. Lauderdale Exec
I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport... something like "Well do you have an IFR flight plan or are you reporting IFR??" I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when the freq is busy. What is the technically correct way to get an IFR clearance on an existing IFR flight plan?
): a). do I ask approach directly for the IFR clearance, and what is the officially sanctionned phraseology? Also: do I have to cancel IFR when I’m on the ground/see the runway i.e. is the clearance to descend thru the layer and shoot an approach a ‘real’ IFR flight plan? b). ask approach to change freq. to FSS, file with them, then return to approach to pickup the clearance (and cancel when on the ground/view of rwy)? c). other? BTW: I did read How do you request a "pop up" IFR clearance? . In my scenario I have the time to call FSS, there is no emergency, I'm on flight following
When coming in on an instrument approach at a nontowered airport, the approach/center controller will clear you for the approach and approve your frequency change to the CTAF. Once you're cleared for a particular approach and have changed frequencies, if you later decide you need to deviate from the planned approach (i.e. sidestep or circle instead of straight-in) do you need to get a revised clearance from the approach controller or is clearance for sidestep or circling implied?
I enjoy tracking air traffic at my local KORD. I listen on LiveATC and use my private virtual radar setup to get "real-time" traffic info. I understand which instructions need to be read back... and that's why I don't hear reply, however on approach side much bigger distances are heard in my area) Thank you I did verify that indeed the aircraft that I don't hear read back from receives... and speed adjustments). I tend to notice this with bigger birds (777,747,340), however smaller regional jets almost always promptly read back. Questions: Is there an alternative way of ATC
I recently had the opportunity to fly a PAR approach into Büchel Airbase in Germany. It was a ton of fun and I'll definitely try it again when I get the chance. However, as we were getting set up for the approach I received the following call (callsign) request heading It caught me off guard, and it took a while but I eventually interpreted it as "say heading" and gave him my current... in Europe you pretty much need to know QNH, QFE, QDM and QTE) and only later found out it means "pressure altitude". Q-codes suck. Anyway I said "Say again" and he came back and asked how many were
As we all know from our instrument training, the MOCA is: MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)- The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigational signal coverage only within 25 statute (22 nautical) miles of a VOR. Whereas the MEA is: MINIMUM EN ROUTE IFR ALTITUDE (MEA)- The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle
If I were to redo my avionics to only include a WAAS GPS unit and two comm radios, would anything prevent me from operating IFR? 14 CFR 91.205(d) only states that my airplane must have: (2) Two-way radio communication and navigation equipment suitable for the route to be flown. I'm aware that this is not the most bulletproof way to fly hard IFR. In this case, assume that the aircraft is primarily used for currency/proficiency and the occasional light IFR flight.
This is a snippet from the KESC RNAV 36 approach. It's a real procedure, I didn't photoshop it except to add highlighting. Let's say I was in the position that the blue aircraft is in (roughly 10 miles from WOKOL bearing approximately 320), and I had been cleared to WOKOL for the RNAV 36. I am assuming ATC did not explicitly tell me to do a procedure turn. What am I supposed to do when I get... when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. If an instrument plate contains errors, am I still required to comply with them?
Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter... you're free to fly higher if it's a particularly cold day. But have a look at LOCKI intersection, the final approach fix. That's at 1500 ft, not at-or-above. At -40, this will put you around 1100 ft above ground level. Although I don't see any obstructions that high during this segment of the approach, as far as I know instrument approaches are supposed to guarantee a 500 ft obstacle clearance, do
might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest...When I learned to fly helicopters, I of course spent significant time learning about and practicing autorotations. The CFI at my school, who had around 15,000 hrs (that's right, fifteen thousand!) said a few times that practice, knowledge and currency are vital — but as long as you got the entry right (following which you can fly to the ground) and executed at least a decent attempt