Page 7.54 ( 5653)
IFR Radio
Return to Whittsflying
Return to IFR
Contents
Contents
...IFR Communications the Way It
Ought to Be; ...IFR Communications; ...Required
FAR Communications; ...Malfunction Reports; ...Differences
in IFR
Communications; ...Procedures;
...Preset Radios; ...Preflight
Plan for Lost Communications; ...Negotiated
Clearances; ...Usage Rules; ...Radar Reporting; ...AIM
Advisory Reports; ...Not on Radar;
...Procedure Turn Outbound; ...Required Reports No Contact; ...Other
Reports Required: ...Required
FAR Reports; ...AIM Reports are...;
...Altitude Reports; ...Reporting
the Marker; ...Lost Communications;
...Fly the Route; ...Fly
the Altitude; ...Fly the Altitude
Problems; ...Fly the Approach;
...Expect Further Clearance; ... Re:
Required by Regulations vs. A Good Operating Practice; ....Transponder; ...ATIS;
...Position Report; …Non-Radar
Position Reports; ...Type of Flight Plan; ...IFR Radio; …Ground
Communications Outlet (GCO); ...What
Gives With Clearance Delivery? ...Basic
IFR Communications; ...300# Gorilla
Flying IFR; ...All of IFR Radio
Briefly; ...In the Beginning;(13 sub-topics)
...Filing IFR Flight Plans;(3s-t's) ...On
Our Way;(10 s-t's) ...Departures;(1) ...En
Route;(20 s-t's) ...Arrival;(17 s-t's) ...Expecting
the Unexpected;(11 s-t's) ...
IFR
Communications the Way It Ought to Be
--Your pilot competence shows through your communications.
Don’t use unnecessary phrases or politeness.
--Learn the standard FAA phraseology and use it.
--Use standard phraseology for all altitudes, headings (3 digits),
frequencies (point for the decimal), and call signs.
--Use telegraphic brevity. Give ALL the required information
only.
--Learn to anticipate ATC requirements. Listen to what happens
to other aircraft on the frequency.
--Learn when it is appropriate to supply ATC with information.
--Learn the standard procedure for an initial call-up and use
it.
--Anticipate that ATC is required to make an altimeter check
with you. Make the check before he asks.
--Anticipate that you will need the ATIS and have it ready before
ATC gives it for you.
--Use ‘request’ as the last word of a required communication
so ATC can come back to you when he’s ready.
--Acknowledge all ATC (RADAR) instructions with a readback. (It’s
nice if you can correct any clearance mistakes in the readback.
--Readback all frequencies, X-ponder codes, and headings. Include
the the direction of the turn to the heading just to be certain.
Occasionally the turn is required to take the long-way-around
for spacing. Query ATC if in doubt.
IFR
Communications
What we say and the way we say it make aviation communications
unique. It is precise and when correctly performed is designed
for clarity and understanding. Even so it is capable of being
misunderstood, hence the readback procedure as insurance. Be
prepared to query if you have any doubts as to what you may have
heard. The use of excess verbiage greatly reduces clarity. Say
what is needed for understanding. Be aware that in some areas
and below certain altitudes communications and navigation ability
can be lost. Oakland Flight Watch has a dead zone in the vicinity
of Modesto.
Required
IFR Communications
--Continuous listening watch
--Report as soon as possible on frequency
--Time & altitude at reporting point
--Un-forecast weather
--Safety information
FARs
91.183 IFR radio communications.
The pilot in command of each aircraft operated under IFR in controlled
airspace shall have a continuous watch maintained on the appropriate frequency
and shall report by radio as soon as possible-
(a) The time and altitude of passing each designated reporting point, or the
reporting points specified by ATC, except that while the aircraft is under
radar control, only the passing of those reporting points specifically
requested by ATC need be reported;
(b) Any un-forecast weather conditions encountered; and
(c) Any other information relating to the safety of flight.
=========================================
AIM 5-3-3. Additional Reports
a. The following reports should be made to ATC or FSS facilities without a
specific ATC request:
1. At all times.
(a) When vacating any previously assigned altitude or flight level for a newly
assigned altitude or flight level.
(b) When an altitude change will be made if operating on a clearance
specifying VFR-on-top.
(c) When unable to climb/descend at a rate of a least 500 feet per minute.
(d) When approach has been missed. (Request clearance for specific action;
i.e., to alternative airport, another approach, etc.)
(e) Change in the average true airspeed (at cruising altitude) when it varies
by 5 percent or 10 knots (whichever is greater) from that filed in the flight
plan.
(f) The time and altitude or flight level upon reaching a holding fix or point
to which cleared.
(g) When leaving any assigned holding fix or point.
NOTE-
The reports in subparagraphs (f) and (g) may be omitted by pilots of aircraft
involved in instrument training at military terminal area facilities when
radar service is being provided.
(h) Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency
navigation receiver capability, GPS anomalies while using installed
IFR-certified GPS/GNSS receivers, complete or partial loss of ILS
receiver capability or impairment of air/ground communications capability.
Reports should include aircraft identification, equipment affected, degree to
which the capability to operate under IFR in the ATC system is impaired, and
the nature and extent of assistance desired from ATC.
NOTE-
1. Other equipment installed in an aircraft may effectively impair safety
and/or the ability to operate under IFR. If such equipment (e.g. airborne
weather radar) malfunctions and in the pilot's judgment either safety or IFR
capabilities are affected, reports should be made as above.
2. When reporting GPS anomalies, include the location and altitude of the
anomaly. Be specific when describing the location and include duration of the
anomaly if necessary.
(i) Any information relating to the safety of flight.
3. When not in radar contact.
(a) When leaving final approach fix inbound on final approach (nonprecision
approach) or when leaving the outer marker or fix used in lieu of the outer
marker inbound on final approach (precision approach).
(b) A corrected estimate at anytime it becomes apparent that an estimate as
previously submitted is in error in excess of 3 minutes.
c. Pilots encountering weather conditions which have not been forecast,
or hazardous conditions which have been forecast, are expected to forward a
report of such weather to ATC.
Radar environment
--Leaving an altitude
--Missed approach
--Entering/Leaving holding pattern
--10 Kt variation in speed
--Malfunction of equipment
--Weather problem
When convective turbulence makes it difficult to maintain
a selected IFR altitude request a block altitude which
can allow altitude excursions limited only by ATC clearance restrictions.
Makes possible better airspeed control. Much turbulence is pilot
induced. Because of the one second human reaction time the pilot
will always be out of sync.
Malfunction Reports:
--Communication or Navigation ability
--Aircraft identification
--What happened
--Loss of capability involved
--Desired assistance
One area of IFR training that poses the most instructional difficulty is use of the radio. The VFR pilot may not have made improvement or seen the need for changes for many years and hundreds of hours of flying. When you move into the IFR world you must resolve to upgrade your radio work as well as your flying. Poor radio procedures is an embarrassment to others in the system. Old habits can be broken and your IFR performance will be improved.
Controllers can discern from the pilot radio technique the probability of a pilot's ability to comply with instructions. Much of the difficulties encountered by ATC is the integration of competent pilots with those not so competent. What you say on your initial callup will often determine your operational choices. Standard phraseology is absolutely necessary to avoid a misunderstanding. The safest, best way, to read back a clearance is exactly as given. This takes expert listening.
With experience you learn to anticipate the 90% of IFR communications that are of routine format. The standard phraseology used in the system allows the pilot to pick out the essentials of frequency, altitude, heading and traffic. Simulators do not duplicate the real ATC communications system. The pilot who has difficulty understanding the radio is most likely the one who is unfamiliar with IFR procedures.
By listening to the communications you can allow a high cost jet a departure preference before your C-172. You can often cancel an IFR approach and fly it in VFR conditions thus allowing an IFR departure to avoid a five minute wait. IFR through a TCA to an underlying airport can be canceled and you automatically get a VFR TCA clearance. See the AIM.
When used with ATC instructions, "when able", gives the pilot latitude to delay compliance until a condition or event has satisfied the pilot. On the other hand, if the pilot has a request for any deviation, it is important to make the request for deviation as soon as possible. When requesting an IFR departure from an FSS be ready for departure. ATC often has unpublished frequencies or corrections for published frequencies. Ask.
Communications is a two-way street between pilots and ATC.
This street has some potholes. One is that pilots are reading
back wrong numbers and the controllers are not picking up on
the mistakes. There are four major areas for readback/hearback
mistakes.
--Pick up on the existence of similar aircraft call signs. When
you know there is a similar call sign situation always use your
full call sign with emphasis on the similarity conflict.
--Most IFR cockpits, even in single engine aircraft, are two
pilot aircraft. Be very careful if only one pilot is listening
on the ATC frequency. Have the other pilot bring you up to date.
--One-zero followed by ten-thousand and one-one followed by eleven
thousand are ways to say altitudes that will overcome slips of
the mind and of the tongue. Watch were to, too, two, can be crossed
in meaning and interpretation. Consider, turn to, two, two, zero,
too.
With experience you learn what to expect from ATC. Your mind may be spring-loaded to react to the situation and miss completely an unexpected ATC communication. This loading of the mind may be with regard to such things as traffic, altitudes, restrictions, deviations, runways, and clearances. If you have not yet had all of these problems, fly long enough and you will.
In IFR there will be a mix of readback/hearback problems caused
by inexperience, and distraction. There are a number of precautions
and cautions that should be part of your IFR communications procedures.
--Do not accept "silence" as an ATC authorization.
Always ask for ATC verification.
--If one pilot goes ‘off frequency’ make a point to
bring him up to date as soon as he is back.
--Always use standard communications procedures and terminology.
This is especially true when reading back clearances.
--It is very easy to pick up a stray ATC altitude reference as
an instruction. always ask for ATC verification is there is any
doubt.
--Protect yourself by using full call sign when aircraft are
on the channel with similar call signs.
Differences in IFR
Communications
--Some airports, but not all of them, expect the pilot to
contact clearance delivery prior to contacting ground for taxiing
instructions.
--General Aviation airports usually combine Ground Control and Clearance delivery. If any part of your taxi clearance or IFR clearance is not clearly understood, demand clarification until it is understood.
An aircraft at an uncontrolled airport may need to get a clearance through a FSS or from another ATC server by phone or radio relay. This type of clearance has a void time that becomes unusable if ATC contact is not made in 30 minutes. An attempt to get a clearance in the air may not work unless you know the altitude limitations placed on the radar facility for issuing such a clearance. ATC may suggest an intersection departure. Any such departure reduces your emergency options.
Any very first contact with an ATC facility having radar should
be only:
1) The name of the facility,
2) Your identification, and
3) ‘Over’ this gives the controller time to finish
work that preceded your call
If you have been handed off from another facility, your call
should begin
1) Name of facility,
2) Your full aircraft identification, and
3 Your altitude (s) as level, climbing to, descending to, as well
as any ATC speed restrictions.
Position reports should follow the standard format of
1) Facility name,
2) Your identification,
3) Position or ETA to next position, along with altitude(s) involved.
Advise each controller if your routing is other than a published
route. Anticipate that your routing may require a holding pattern
at any clearance limit. Get the hold assignment well before the
limit by making your request early.
4) Read back all instructions and clearances in the sequence
given.
ATC is required to give you the altimeter setting at least once
while in his sector. Read it back. It is easier to give the readback
in the order received if you put your aircraft identification
at the end. When handed-off to a new radar sector always state
present altitude, altitude climbing or descending to and assigned
heading if being vectored. Read back heading and altitude assignments.
Altitude reassignment readback should include mandatory report
of "leaving" prior altitude. "Cleared for the
approach" should be read back since that automatically includes
the heading and altitudes as depicted on the approach chart.
Being cleared is not, repeat not, an authorization to descend
below any altitude shown on the charted route. Any airspeed
change of five or more knots different than filed requires that
ATC be advised. Any fuel situation or deviation for collision
avoidance or other reason must be identified to ATC.
Procedures
Initial IFR contact will be with either ground control or
clearance delivery to obtain your clearance or engine start time.
If your filing was at an uncontrolled airport by phone you will
have a clearance void time. This means your clearance must be
canceled or activated within 30 minutes of that time. Otherwise,
rescue operations are set in motion. You are required to read
back all hold short instructions, all runway assignments, runway
hold short and takeoff clearances. ATC should be advised if any
delay exceeds one hour. Only IFR flight plans at towered fields
are closed automatically.
Initial ATC radar facility contact requires full aircraft identification and "over". This will be followed by aircraft type, present position or route data, and altitude. If you are taking a handoff you need only to give the name of the new ATC facility, your aircraft identification, altitude and any unpublished routing.
Use your identification before giving any readback of altitudes, vectors and restrictions such as for speed exactly as they are given. Any time you are approaching a clearance limit be sure to request ATC for any holding instructions unless they are charted. always read back all clearances containing vectors and altitudes.
Practice approaches should be so identified both as to sequence and expected termination. Advise when last approach is commenced and ask for additional clearance if desired. Always advise ATC if you are going to make any maneuver that cannot be expected by ATC.
Request clarification for any uncertainty in your hear back of a clearance or instruction. Remember any change in aircraft speed of five percent or 10 knots on a flight plan requires notification of ATC. You can refuse speed adjustments for safety reasons. Notification also includes such things as hazardous weather and fuel situation.
ATC must be notified about any altitude change and when such a change will not be at least 500 fpm. Advise ATC as the FAF, when making a missed and why, when reaching a holding fix or clearance limit, leaving a holding fix, any loss of navigational capability, any adverse safety factor, and time and altitude at any specified reporting points.
ATC needs to know if you cannot fly the approach in use. An uncontrolled airport should be advised on the CTAF frequency when you are at the FAF and your intentions as soon as ATC hands you off. Advise ATC your intentions regarding acceptance or rejection visual approaches and if unable to continue an accepted visual approach. Asking for a contact approach assumes you are clear of clouds and have one mile visibility, advise ATC if conditions deteriorate.
Preset Radios
Some ATC facilities are not monitored. This means if they
are not working ATC will not know until someone tells them. This
becomes a good reason whey you should always positively identify
every navaid you intend to use. It's a good idea to keep the
ident volume of a navaid you're using for an approach at a sufficient
level so you can tell if it fails. Monitor identifiers throughout
the approach. Flags have been known to fail. Be concise on the
radio. You don't need to name the facility. Use of the facility
name is a wake-up call that is most often unnecessary.
Preflight
Plan for Lost Communications
1. Where are the cloud tops and which way to nearest VFR.
2. What is destination weather and alternate.
3. Trouble shoot com
a. Stuck microphone
b. Unplug and adjust squelch.
c. Check audio selector
d. Confirm frequency
e.. Try another radio
f. Reduce electrical load
g. Squawk 7600
4. Stay on published airways, transitions at published altitudes.
5. Lost communications is an emergency under IFR conditions.
You can deviate as necessary to resolve the problem.
Negotiated
Clearances
A pilot should believe that ATC is there for his convenience
and safety. You want to manipulate the system to ensure that
you have a safe and comfortable flight. Don’t hesitate to
ask ATC for flight weather information that may only be available
from other aircraft. Sometimes ATC will reject a request. This
is probably due to restrictions from a Letter-of-Agreement. I
have had this happen only to have the controller get back to
me saying that he could now approve the request. He had contacted
another controller and swung the request. Again the next controller
might ask me how I ever got to where I was because he had not
been briefed during a shift change. It happens.
Our intent is not to bend the rules so much as augmenting
the possibilities. If procedures can be bent to your advantage
why not and, if so how? And, if how, why? and, if not me, then
who. Consider borrowing an overheard clearance to give you an
idea of what is coming. Write down the frequency changes of the
guy up ahead and preset your radios. Controllers and facilities
use the same rule book but the way they follow the rules is not
uniform.
Usage
Rules:
1. Ask ATC for what you want. If you are refused make an
alternate suggestion.
2. Every ATC clearance is just an opening for negotiation. If
a change would be better for you,
make a suggestion.
3. If ATC refuses, be persistent. see what you can get from the
next controller.
4. If unable, so advise, make a counter offer.
5. Give ATC a reason for your request.
6. Don't hesitate to take command, don't be intimidated. If you
need, can't get it, take it with your
command right given by FAR 91.3.
7. Pilot compliance is expected immediately with ATC direction
or clearance using the word
"immediately".
8. Pilot discretion is available only when ATC specifically states
"at pilot’s discretion". In the absence of these
two quotes the pilot should proceed ‘promptly".
There are times when negotiating won’t work. You can file anything but you won’t get it. Some of this you learn by actually flying the routes. If the route is different than as filed, don’t depart until you have worked out the routing.
Not all preferred routes are listed. Ask if another route is available. Take what you are given and as soon as you pass the first major fix start making requests. Alternatively, depart VFR and do a pop-up to be effective at a relatively distant fix. Don’t argue if you don’t get what you want. Be suggestive, give alternatives. It is often well to make a phone contact prior to departure. I did this once in the L.A. Basin and got a direct departure through without having to fly all the way around as is often the case. On the far side of the Class B the controller asked me how I had arrived there.
The best of negotiated clearances is done by requesting ‘direct’.
This allows you to save time, money, and speed up the system
if five of six things occur in manageable sequence.
1. You must be in an area that has radar coverage.
2. You must not be in conflict with other traffic.
3. You must have a cooperative controller.
4. You must be at or above the minimum vectoring altitude.
MVAs are not published so you have no way of knowing. MVA may
have higher requirements than
MEA which is good only for four NM each side of the airway.
Radar
Reporting
Except when in radar contact, compulsory position reports
are required at points depicted as solid triangles. Report identification,
position, time, altitude, flight plan type, ETA to next report
and name of the still next point + remarks related to flight
safety.
FAR 91.183 Mandatory reports are:
--Time/altitude at designated reporting point
--Requested reports by ATC
--Un-forecast weather
AIM
Advisory Reports...
--Leaving an altitude 5-5-5
--Unable 500 fpm climb/descent 5-5-5
--Missed approach as well as the reason for the missed. 5-5-5
(d)
--10 kt change in airspeed 5-5-9
--Time/altitude reaching holding fix 4-4-3e6 and 5-3-7f
--Leaving holding fix or point 4-4-3e6 and 5-3-7f
--Any loss of navigation or communication capability FAR 91.187(a)
--DME failure above 24,000’ FAR 91.205(e)
Not
on Radar:
--Leaving final approach fix inbound
--Corrected time estimate if off by three minutes
--Time and altitude passing designated ATC reporting points.
--Any safety of flight information FAR 91.183(c)
--Any report requested by ATC
Procedure Turn Outbound
Failure to use AIM recommendations even though not an FAR
has been considered a violation of FAR 91.13(a) as careless or
reckless operation. A procedure turn is a required maneuver except
when:
--As a holding when depicted in lieu of a procedure turn. The
holding distance and time must be observed. (AIM 5-4-8
--NoPT is shown
Arriving at the NoPT sector by vectors or by an airway means
that you do not need to do the procedure
turn.
--Where radar vectors are available
--When holding pattern is published in lieu. Implication is that
the holding pattern must be flown as depicted when charted. (Consider
visiting the radar facility and requesting course reversal instead
just to see what happens.)
Required
Reports No Contact
--Any report requested by ATC
--FAF inbound
When a radar handoff is made to the tower, the controller specified
for you to report the FAF. He does this
so that he (sans radar) will know your position on the approach.
He needs to know this because of potential
traffic conflicts in the pattern. Failure to report the FAF,
especially when the tower has required it, is cause
for an FAA hearing.
--Position at compulsory reporting points
--Over 3 minute error in ETA
--Procedure turn inbound
--Final approach fix
--Missed approach
Other Reports Required:
--Unable to fly approach in use. AIM 5-4-4b
--Advise position and approach and FAF at uncontrolled airports
AIM 5-4-4(c)
--Traffic advisory reports at FSS airport if unable to contact
FSS.
--Advise ATC if maneuvers are required to follow traffic. AIM
4-3-5
--Read back any hold-short instructions AIM 4-3-11a7 and 5-5-2
--Not to change frequency until advised by ATC to contact ground.
AIM 4-13-14b
--Request braking advisory and give ATC report afterwards AIM
4-3-8d
--To decline visual approach when being used. AIM 5-4-20f and
5-5-10
--When unable to follow aircraft ahead on visual approach AIM
5-5-11a5
--Unable to follow charted visual procedure AIM 5-5-21k
--Unable to continue contact approach. AIM 5-4-22a and 5-5-3
--Ask ATC if vector is across final approach course AIM 5-4-3b
--Pilot has right to refuse excessive or unsafe speed adjustments
AIM 5-5-9a2
--Close all flight plans not closed automatically AIM 5-1-13ef
and FAR 91.169(d)
Required
FAR Reports...
--Leaving an altitude
--altitude change when VFR-on top
--Unable 500 fpm climb/descent
--Missed approach
--Failed nav unit
--Changed TAS 5% or 10 kts.
--Time/altitude entering hold
--Time leaving holding fix
--Procedure turn inbound
--Leaving FAF inbound
--ETA error off by 3 minutes
-- un-forecast weather
--"Radar contact lost," position
...There are 10 reports required at all times and two
more when not in radar contact. FAR 91.183 (1991)now lists only
three mandatory reports.
1. Time and altitude of passage over designated point.
2. Reports requested by radar ATC
3. Unforecast weather or safety of flight information.
AIM Reports Are:...
--Failure to make AIM reports comes under FAR 91.13 (a) as careless
and reckless operation.
--Deviating from an ATC clearance as in an emergency (91.123(c)
--Time and altitude over designated reporting point when not
on radar. 91.183(a)
--Encountering unforecast weather; 91.183(b)
--Safety of flight information 91.183(c)
--Com/nav malfunction
--DME failure above 24,000' 91.205(e)
On radar, points or fixes must be reported only if requested by ATC
If you are having equipment problems which make it difficult to locate fixes along approach, call upon radar to 'call' distances, intersections or markers for you.
If told to fly to a compass locator when you do not have an
ADF be sure to advise the controller of your inability to perform.
You are IFR in controlled airspace and the #1 VOR (only one with
glide slope and localizer capability) fails. #2 has no ILS capability.
You should report the malfunction immediately. FAR 91.187
When IFR an emergency requires deviating from your clearance
you must notify ATC of the deviation as soon as possible. FAR
91.123 ATC has standards of separation between aircraft that
may prevent you from making a weather deviation. Your declaration
of an emergency allows ATC to ignore certain standards of separation
which would allow the weather deviation. Don't let ATC fly you
into a thunderstorm.
Every initial contact with a radar facility requires a "Mode C validation. This means that if you do not include your present altitude to ATC they are obligated to query you as to your altitude. The ;most efficient way for you to do this is in your contact where you give all the pertinent information. Just include your altitude and if climbing include the altitude you are climbing to; if descending report leaving and what you are descending to. Nice, but not required to report reaching altitudes as well. VFR you can make most any change you wish as long as you tell ATC. Just be sure to include the altitude you are going to. Basic procedure is to always advise ATC when you are leaving an altitude. The Mode C must be within 300’ of your reported altitude to be valid. Beyond 300’ you may be asked to use standby or Mode A.
You may be advised of traffic conflicts by ATC radar services but you are still responsible to see and avoid. VFR advisories do not include vectors unless specifically requested by the pilot. Once you have confirmed seeing traffic you have relieved ATC of any further responsibility. (Consider not seeing traffic so you can continue getting radar service.)
Make a practice of including your altitude with every new ATC frequency. I like to teach giving altitude on every non-tower call except when reporting pattern position. All radio calls to a controlled airport include altitude except those actually in the pattern.
Altitude Reports
--Present altitude
--Present passing altitude and assigned altitude
--On reaching an altitude if not with Mode C or radar contact.
--Any ATC requests
--Always when leaving an altitude
--Don’t say "With you...it is redundant.
Reporting
the Marker
Pilots tend to forget to report the marker because of procedural
overload. It is up to pilot to devise a checklist, visual reminder,
or other system to make sure that the marker is reported and
frequencies are selected and changed appropriately. Use the 1000'
AGL point as an all-the-time reminder.
ATC has several ways of putting the report to the pilot. ATC may tell you to contact the tower at the marker. This means you should not change frequency until the marker. You may be told to change frequencies it will be up to the next controller to call for the marker report. Regardless of when the frequency is changed, the marker must be reported.
Lost
Communications: NORDO (No radio)
Best option may be to declare an emergency to yourself and
fly to VFR or do an approach to the nearest airport using your
GPS even though not IFR certified. Squawk 7600 or even 7700.
Transmit in the blind what your intentions are.
In case of lost communications, a pilot is expected to hold at a fix located at the destination airport on the inbound course at the aircraft’s altitude. ATC will protect airspace and altitude.
ATC supposes that you are where you are supposed to be. ATC clears the airspace along your route giving you a large block of airspace from which other aircraft are excluded.
Remember MEA
M EA
E xpected
A ssigned
Fly
the Route
--If VFR or reaching VFR, remain VFR and land as soon as
practicable (FAR 91.185b)
--As last assigned by ATC; (If departing on a SID you follow
SID unless VFR) (FAR 91.185 c); or
--If vectored, direct to fix, route, airway given in vector clearance;
or
--In absence of assigned route by route advised, expected; or
--As flight planned.
Fly
the Altitude
Highest of: (FAR i85 (c) (2))
--As last assigned; or
--Minimum in FAR 91.121; or
--Altitude expected from ATC.
Cautions: No climbing to a MEA until at fix requiring MEA
--MCA and MRA must be reached by anticipatory climb
--MOCA gives VOR signals only within 22 nm.
Fly
the Altitude Problems
--Overshoot/undershoot
--Misinterpreted by pilot or ATC
--Readback/hear back similarity problems
--Too many or similar numbers
--FAR 250/10,000 anticipation/mindset
--Not questioning the unusual
--Distraction/cockpit management
--Non-standard radio technique
--Not getting confirmation of doubts
--Not familiar with area or local procedures
--38% of IFR altitude read-back problems relate to 10,000
and 11,000 interpretations.
Simplified--
Route: What you got, what you were told to expect, what you
filed.
Altitude: Highest of: the clearance, the minimum IFR,
or what ATC gave you to expect.
Since ATC routinely clears aircraft to an airport rather than
to a fix, the airport is the clearance limit. Part 91.177(c)(3)
does not apply. In a radar environment ATC will keep other aircraft
clear. Refer to FAR 91.185 and 91.3. IFR pilots must be prepared
for loss of communications and learn the procedure before they
are needed.
Fly
the Approach
Requires knowledge of FAR 91.185 and AIM 4-43, 5-31, 6-31,
32, 33. These rules were designed for 'normal' IFR which means
before radar.
In event of two-way radio failure in IMC follow FAR 91,185. ATC will keep all IAF (initial approach fixes protected until 30 minutes after ETA. A clearance limit should be given in the clearance. Being cleared as filed to an airport contains no "clearance limit". Your IFR clearance is to a given airport. Enroute you lose radio communication. You now have a series of "if" options. In today's radar ATC the clearance limit is usually the destination airport in which FAR 91.185 (c) (3) does not apply. Just fly your route, complete the approach, and land. ATC considers the approaches to be extensions of the airport.
1. If two-way com failure occurs in VMC (visual meteorological
conditions) you should continue in VFR and land as soon as practicable.
FAR 91.185
2. If IMC and at IAF early (FAR 91.185 (c)3). If without EFC(expect
further clearance), hold only until you have enough time left
to fly the approach and touchdown at your ETA.
3. If the clearance limit you are holding at is a fix that is
not one from which the approach begins (IAF):
a. If you have an EFC , so you should depart the holding fix
at the EFC time. Far 91.185 & AIM
Para 470
b. If you do not have an EFC, upon arrival you depart to a fix
from which an approach begins and
commence descent or descent and approach as close as possible
to the ETA as calculated,
filed or amended for the estimated time enroute (ETE).
Per FAR 91.185(c)3. Hold at IAF until EFC time. If an EFC has not been given, leave the hold when you have only enough time to fly the published approach and land at your ETA.
Expect
Further Clearance
As part of your clearance sheet you should have the word
'Expect'. The 'expect" is the pilot's protection against
radio failure. A pilot problem is to interpret 'expect' as the
clearance. A controller can delete the 'expect' from a Standard
Instrument Departure (SID). If radios fail before 'expect' occurs
you are not required to continue the flight under FAR 91.185.
You can exercise emergency authority under 91.3 and land where
ever.
ATC cannot give conditional clearances. The 'expect' option is a way around this restriction. As a pilot you must distinguish between the 'expect' and 'clearance'. 'Expect' is a look into the future that may or may not turn into a clearance.
Re:
Required by regulations vs. A Good Operating Practice...
To Bob Gardner
AIM Paragraph 6-4-1 c(3)b appears to differ with your
interpretation. Altitude selection applies to the route segment, not the
entire route.
Kris K
(b) Altitude: At the HIGHEST of the following altitudes or flight levels FOR
THE ROUTE SEGMENT BEING FLOWN:
(1) The altitude or flight level assigned in the last ATC clearance received;
(2) The minimum altitude (converted, if appropriate, to minimum flight level
as prescribed in 14 CFR Section 91.121(c)) for IFR operations; or
(3) The altitude or flight level ATC has advised may be expected in a
further clearance.
NOTE -
The intent of the rule is that a pilot who has experienced two-way radio
failure should select the appropriate altitude for the particular route
segment being flown and make the necessary altitude adjustments for
subsequent route segments. If the pilot received an "expect further
clearance" containing a higher altitude to expect at a specified time or
fix, maintain the highest of the following altitudes until that time/fix:
(1) the last assigned altitude, or
(2) the minimum altitude/flight level for IFR operations.
Upon reaching the time/fix specified, the pilot should commence climbing to
the altitude advised to expect. If the radio failure occurs after the time/fix
specified, the altitude to be expected is not applicable and the pilot should
maintain an altitude consistent with 1 or 2 above. If the pilot receives an
"expect further clearance" containing a lower altitude, the pilot
should maintain the highest of 1 or 2 above until that time/fix specified in
subparagraph (c) Leave clearance limit, below.
EXAMPLE -
[1] A pilot experiencing two-way radio failure at an assigned altitude of
7,000 feet is cleared along a direct route which will require a climb to a
minimum IFR altitude of 9,000 feet, should climb to reach 9,000 feet at the
time or place where it becomes necessary (see 14 CFR Section 91.177(b)). Later
while proceeding along an airway with an MEA of 5,000 feet, the pilot would
descend to 7,000 feet (the last assigned altitude), because that
altitude is higher than the MEA.
From: "Kris Kortokrax"
Transponder
When in IMC (Instrument meteorological conditions) you have
two-way com failure. If you MUST exercise emergency authority,
you should set the transponder to 7600. This transponder code
is changed as of 1-1-93. Continue on the assigned, expected or
filed route and altitudes as assigned, published, or filed. AIM
Para 470 & 471
ATIS
Changes are usually made at 45 after the hour. It make take
several minutes to get it right and over ten minutes to get it
to the FSS as an sequence report. Rapid changes in conditions
may change this schedule. Consider calling destination airport
ATIS number to get a jump on instructor and to plan your approach
airspeed. You will have a close approximation of ATIS when you
arrive.
Position
Report
The items on a position report differ when given to ARTCC
and a FSS. Items are:
--Identification
--Time at present
--Position, (named)
--Type of flight plan,
--Altitude,
--ETA at next (named),
--Reporting point,
--Name of still next reporting point.
Non-Radar
Position Reporting
Along airways without radar required reporting points are
where intersections or VORs have a solid black or blue equilateral
triangle inside, the pilot is expected to give a position report
containing the following information is an exact sequence: Call
sign, position, time, altitude, ETA and name of the next fix,
name of the next fix without ETA and finally any remarks.
Type of Flight Plan
Type of flight plan is omitted when reporting to ARTCC. Your transponder
code reveals the type of plan and possibly
destination.
Canceling IFR
If while en route, you are above clouds when it is time to
descend, you will have no choice other than to utilize ATC and
MVAs to get below the clouds. You should not cancel IFR until
you are able to proceed VFR. Should you cancel IFR after breaking
out at one airport with the intention as then proceeding to the
second airport as your final destination, you have no weather
guarantees. This situation can cause a pilot to fly into IFR
conditions while on a VFR flight. Where electronic guidance is
available, a pilot is well advised to use it especially at night.
IFR
Radio
The most universal of FSS frequencies is 122.2 but because it
is nearly universal it is heavily used. Were Flight Service Stations
are located on uncontrolled airports the frequency will be 2l123.6,
123.62 or 123.65. Since such airports are disappearing so are
these frequencies.
The Airport/Facility Directory is the best source of all FSS
and ATC frequencies. The use of FSS receive only frequency at
122.1 and receiving on the associated VOR was in the process
of being decommissioned five years ago but as of the year 2000
more are coming back into use. Some FSSs have frequencies followed
by T from which they can only transmit. I have never seen one
Recommended Procedures
1. Never leave an ATC frequency without notifying then that you
are going to FSS and will report back.
2. Listen before talking on an FSS frequency.
3. Give complete aircraft identification and frequency used on
initial call-up.
4. If you fail to make contact, consider that up to 12 frequencies
may be in use. Wait.
5. Always give a PIREP
6. Use Flight Watch for weather information on 122.0
7. Initial Flight Watch call-up must include name of nearest
VOR
8. Give Flight Watch your altitude, route destination and if
IFR capable.
9. HIWAS is a continuous server weather forecast of alerts, SIGMETS
convective segments, AIRMETS and urgent PIREPS.
Ground
Communications Outlet (GCO)
When departing IFR from an airfield that requires using a Ground
Communications Outlet (GCO) to contact the ARTCC, FSS, or facility
to get a weather information, close a flight plan or clearance
as explained in the AIM. The GCO system is intended to be used
only on the ground. You must use one second long mike switch
clicks four times to make automated voice advise you that it
is dialing a specific ATC facility. Six such clicks will connect
you to an FSS.
What Gives With Clearance Delivery?
Problem
Please tell me how 'clearance delivery' works?
Advice:
If an airport has clearance delivery, call them up first (before
you start the engine) and tell them the basics: Oakland clearance,
Cessna 123AB, <where you are>, VFR on course heading xxx,
<altitude>, with information <whatever>. They'll
give you the squawk code, initial altitude, and departure frequency.
Then, contact ground and tell them: Oakland ground, Cessna
123AB,<where you are>, taxi for takeoff with clearance
and information <whatever>. They'll then give you a taxi
clearance.
Philip D. Turner
Advice
Actually, here in Oakland clearance delivery doesn't want to
talk to you if you are VFR. I trained at Oakland, and had the
impression that that's the way it worked everywhere.
VFR: call ground for taxi, squawk, etc.
IFR: call clearance delivery for clearance, then ground for taxi
Stephen Kearney
Advice:
No, each airport seems to have its own convention. Recently at
Buffalo NY (BUF), I was departing VFR and "forgot"
to call clearance delivery, and just called ground with a "ready
to taxi, VFR departure to the south". They "reminded"
me of my oversight, and then proceeded to handle everything.
My suggestion ($0.02, less inflation): if a clr. del. frequency
exists, call it. The worst that can happen is that you will be
asked to contact ground control. In my experience, clr. dev.
and gnd. are usually two separate people, whereas ground and
tower are often the same person transmitting on both frequencies
simultaneously (they still prefer you to use the correct frequency
to avoid congestion, however).
John Stephens
Advice:
And of course, listen to ATIS first. Sometimes the ATIS broadcast
will tell you who to call for your initial clearance, and how
specific your information needs to me (i.e.: an exact heading
and altitude rather than
a compass direction). Part of what determines whether clearance
wants to hear from VFR flights is whether or not the airport
has a radar center. In my limited experience, a place with its
own radar (such as Rockford, IL) will want everyone (VFR too)
to get clearance from the clearance frequency. But this is NOT
a cast-in-stone rule, only a general observation.
William LeFebvre
Advice:
I'd alter that recommendation to call CLC DEL first if you are
in an TCA/ARSA/TRSA. Otherwise, I'd just call ground for a VFR
departure. I associate CLC DEL as getting a squawk code for RADAR
services. (IFR, TCA, ARSAs, etc.)
Traveling between San Jose, CA (SJC) and Reid-Hillview (RHV)
which is about 5 miles away, the tandard squawk is 1200, and
the local procedure is to call ground only. If you want to exit
the ARSA in any other way, you call CLC DEL to get a code assignment.
OAK is weird in that VFR traffic contacts ground to get a squawk
code.
Palm Springs is weird in that it is a TRSA, but they act like
a TCA.Z
Everybody wants to be a little different.
Kerry Kurasaki
Advice:
A number of folks have responded with the appropriate calls to
Clearance Delivery, and stated that its use varies from facility
to facility. The bottom line is that you should listen to ATIS
and do what it says. Many airports have a Clearance Delivery
freq., but only use it at certain times (depends on available
staff in the tower and number of departures); ATIS should tell
you whether to get your clearance from CD or ground.
Mark Joseph
Advice:
<ATIS should tell you whether to get your clearance from CD
or ground.>
That's not foolproof either. Dulles never mentions clearances
on the ATIS, and they do expect you to use clearance delivery.
My rule is that if I'm departing VFR into someplace where I need
a clearance (like a TCA) I go to clearance delivery. If I just
need clearance to taxi and takeoff I go to ground first (barring
explicit information to the contrary).
Ron Natalie
Advice:
Just some random data points...
LAX (TCA) - must *always* call clearance delivery
OAK (ARSA) - only call clearance delivery if IFR (on North Field)
SBA (ARSA) - must *always* call clearance delivery
BUR (ARSA) - call clearance delivery if IFR or if planning to
penetrate the outer circle of the ARSA (but ground if inner circle
only)
PSP (TRSA) - *always* call clearance delivery
Nice and consistent, eh
Brian Horn
Advice:
Clearance delivery provides routing and communications information
for aircraft departing an ARSA or TCA. You're supposed to call
them first to get this information, and then call ground for
your taxi.
I believe that all ARSA and TCA primary airports have clearance delivery positions. However at some (at least at certain times of day) this position may be "combined" with ground control. That is, the same controller is performing both functions. In this case, the controller receives and transmits on both frequencies.
Now Oakland is a special situation. This airport can almost
be thought of as two airports, the North and the South, which
share an ARSA. The listed clearance delivery frequency is really
for the South field, and if you call them up from the North side,
they will politely tell you to go away. The clearance delivery
for the North side is "combined" with ground control.
So..
You: N12345 VFR to _____ with Bravo.
North GC (acting as clearance delivery): N12345 fly heading 330
at or below 2000 feet. Squawk 4231. Advise ready to taxi.
You: Roger, fly heading 330 at or below 2000; squawk 4231, N12345;and
I'm ready to taxi.
North GC: N12345, your readback is correct, taxi to Rwy 33.
Terry Hayes & Richard Urena
Advice:
Clearance Delivery is something you call up before you depart:a)
If the airport you are departing has it AND
b) they require VFR flights to use it.
Here at Rochester, the ATIS says "All VFR departures please contact clearance delivery with requested on-course heading and altitude". And when you call them up "Rochester Clearance, Cherokee 38290 departing VFR at 270 degrees and 3,000 feet with Charlie", they give you a squawk code and departure frequency. Alternatively, you can call them up "Rochester Clearance, Cherokee 38290 departing VFR at 270 degrees and 3,000 feet with Charlie, requesting flight following to Niagara Falls" and they'll give you a different squawk code. But they seem to want you to have filed a flight plan if you're going to do that.
Paul Tomblin
Advice:
If there is one publicised and there isn't any notation (ATIS,
whatever) to the contrary, I always call CD first. The worst
that ever happens is that they tell you to go make your request
with ground. In the case of Class B and C airports you almost
always need to go to CD first.
Paul Tomblin
Advice:
But not at non-towered airports. GAI has a clearance delivery
frequency, but it's an RCO to Baltimore clearance delivery, for
the convenience of us instrument rated folks.
Reece R. Pollack
Advice:
That's pretty much it. If you're flying out of a Class-C (or
B, for that mattter) airport, you just call up clearance delivery
after getting the atis and give them the usual 3-W routine --
who you are, where you are, and what you want to do:
"Galactic Clearance, Cessna 123XY, with bravo, vfr to the
northeast at 5500".
They'll come back with something like this:
"Cessna 3XY, Galactic Clearance, fly runway heading until
1000 feet [MSL is implied here], then proceed on course. Maintain
at or below 2500 until advised, departure frequency will be 120.55,
squawk 4003, contact ground 121.8 when ready to taxi"
There may be a lot of stuff to copy, but if you know what
to expect, it'll be easier to understand. Basicly, you're copying
a watered-down IFR clearance, and they always have the following
components, always in the following order:
Clearance Limit
Route
Altitude
Frequency
Transponder
lThe acronym to remember this being CRAFT. You won't have
a clearance limit (that's strictly an IFR thing), so maybe you
better make it RAFT (like in life raft).
A trick to copying clearances is that they all follow the same
pattern:
Clearance Limit, Route, Altitude, Frequency, Transponder. The
acronym to remember this is CRAFT (for a VFR clearance out of
a Class C airport, you won't have a clearance limit, but the
other parts will still be there in the right order). What I like
to do when copying a clearance is to write on a piece of paper:
C
R
A
F
T
Just like that down the left-hand margin. Then, as the clearance
is read to me, I fill in the blanks. You can write it out in
full, or use shorthand, or whatever, as long as you can figure
out what you wrote. In your case, I'd end up with something that
looked like:
C
R rwy hdg
A =< 2000
F xxx.xx
T yyyy
Roy Smith
Advice:
I believe that clearance it mandatory at class C and B. Why?
Well I suppose that due to the volume in the airspace clearance
allows ATC to assure that you are on a particular heading and
altitude. Tower cannot give you the alt and heading since they
are as a rule very busy. Like you I have only delt with clearance
once, during my solo cross country.
Actually, at my home field, FXE (Ft. Lauderdale executive)
the tower is quite busy on weekends. We dont have clearance delivery.
Why? I guess cause it is still class Delta.
in8@gate.net
Advice:
I flew dual to a Class Charlie first time. Clearance delivery
was complicated. He said "Cessna--------" ,runway heading
maintain at or below 2000,departure freq.----, Squawk------.
Then you write it down and read it back. I'm still not sure what
"runway heading maintain means.
Modification:
Perfect if you are presuposing an experienced controller. The
tower at LGB was a training tower and sometimes youd get a clearance
and have to say "Say Again". Hey we all have to learn
somehere, Pilots and Controllers alike. If you have a "Fly
A Controller" program going on give em a ride. Most controllers
are not pilots and giving them a ride shows them the work load
that you carry while thhier ammending your clearance during an
IFR flight, makes em a lot more understanding when you ask for
moment before you copy.
HLAviation
Modification:
I'd also second the emotion on "when in doubt, ask".
My first time out of Class C, I forgot to call departure and
contacted ground instead. I was directed to the departure frequency,
where I got a short but very polite and complete tutorial on
Class C departure and what to expect. Those controllers in the
Des Moines, IA airport were the best!
Bill Lattimer
Basic IFR Communications
--Ultimate basic is to tell ATC who you are, where you are and what
you want.
--The best aid to ATC is to get all the appropriate information from other
sources. (ATIS, other aircraft, etc.)
--If you do not have ATIS, the controller is required to read it to you.
--A request for a pre-filed clearance over 30-minutes early requires that the
controller be so advised.
--If your 'pre-filed' clearance is not in the computer, it must be re-filed
with an flight service station.
--If your 'pre-filed' clearance is more than two hours old it may have been
timed out and need re-filing.
--In certain situations you might want to get your clearance before starting
your engine.
--Stating to ATC that you are ready to taxi, means just that. Be ready.
--When advised to 'monitor' an frequency, don't speak on the frequency, just
listen.
--If time permits monitor the ATIS for any changes between initial ATC contact
and takeoff.
--In busy situations, be as succinct (brief but complete as to type, position,
intentions) as possible.
--In some busy situations just moving the aircraft may be considered an
acknowledgment.
--Listen up to the ground frequency for clearance changes, frequency changes,
or even runway changes.
--Other aircraft may be cleared for takeoff before your 'turn' (hold for
release) due to a different routing.
--On handoff to tower give type, number, approach type/runway, will report
marker and type of landing.
--Advise tower sooner rather than later if unable to comply with any landing
restrictions.
--Leaving the runway ends all things IFR. Give ground a comprehensive call-up
for taxiing.
--Center controllers are not allowed to accept a pilot's visual contact with
traffic to allow altitude changes.
--Towers and approaches are allowed to accept a pilot/s visual contact with
traffic to allow altitude changes on request..
300# Gorilla Flying IFR
---Knowledge of military flights is something you need to know about
---UHF is military, VHF is civil and one doesn’t always hear the other
---ATC talking to military will be like your hearing one side of a phone
conversation
---Situation is similar when ATC controller is using both local and ground
radio
---To find military traffic ask ATC
---UHF emergency is 243.) MHz and is called GUARD
---VHF emergency is 121.5 KHs and is called GUARD
---9/11 orders require all aircraft monitor GUARD
---If you violate a TFR you will be commanded to, "Come up on GUARD"
can kill you
---An IFR flight of USAF aircraft is a MARASA in
which only one of several will have an active x-ponder
---Finding one military aircraft is not enough during MARSA
operations
---Recommendation is always use your transponder with Mode C
---ATC will give military operations preference over civil operations
---Military operations at night use night vision devices with minimum night
aircraft lights or none at all
---Night vision can cause an aircraft to fly into IMC without knowing it.
---The TACAN part of the VOR system gives the military one
button DME and Nav capability
All of IFR Radio Briefly
In the Beginning
CRAFT of Clearance
This is the most useful mnemonic in IFR if use is the criteria of
value. You are Cleared to a destination by way of
a Route climbing to an initial Altitude
as assigned with expectations later. The Frequency
for departure is given to initiate the after takeoff communications along with
the Transponder code for the flight.. With this
information you are ready to contact the Tower
Making the Clearance Fit the Route
Don’t be in a hurry to give the readback if you are in an unfamiliar
situation. Use all the time it takes to compare your plates and charts with
the clearance to make sure you understand what you are supposed to do. I once
had a student take nearly ten minutes before he was ready to give the readback
at Paso Robles CA.
Checklist/Cockpit Organization
Regarding the forgoing final remark, had my student had his charts
laid out in order ahead of time we could have cost him less in ground engine
time. He had extensive checklists as well but found them cumbersome to use. We
figured out the rather intricate clearance and read back the clearance. No
sooner had we taken off than we were handed off to approach. Immediately
approach negated all the work we did on the clearance as we were immediately
vectored across a military restricted area to intercept an airway on the other
side.
This is not to suggest that you should not work out just what the clearance expects of you. You might get lucky as we did and get an easy way out of a complex situation. Had they not done it for us we could have tried negotiating for an easier routing/
Requesting the Clearance
After you have the aircraft all prepared for departure you then
contact ground and request the clearance. Alternatively you at some airports
you might taxi to the runup area via a ground clearance and then get your
route clearance from clearance delivery along with a readback before
contacting tower. The procedure varies tower to tower.
Copying the Clearance
The cockpit is expected to copy the clearance in its entirety, confirm
that it can be flown by your aircraft safely as presented. Using the CRAFT
format and a personal form shorthand or abbreviations of the clearance.
Reading Back the Clearance
Before you read back the clearance you must perform a clearance check
to see that everything on the clearance can be performed by the aircraft. Once
you have checked the clearance and have found it can be flown by your
aircraft, you are ready to read it back.
The readback should be word for word as it was given to you. If you have any part of the readback in which you are uncertain, say so and ask for a repeat. If the specialist detects any defects in your readback you will be given the correction and told to readback the correction as given. Once the readback is accepted by either ground or clearance delivery you will be told to contact tower or to told short and monitor tower for takeoff clearance. Once again procedures do vary according to the composition of the tower personnel.
Finding IFR Frequencies
The AF/D is the best single source of frequency information. When
prepared for the approach the frequency information on the plates, has the
best sequence arrangement with frequencies in order. IFR charts have ARTCC
frequencies scattered throughout but sometimes they are not located along your
route. With a little time you will get better at finding chart frequencies.
It is often faster just by asking ATC or an FSS for the proper frequency in a given area. I often call a tower to get a local facility frequency. There is some confusion as to whether a radar facility should be called approach or departure. They serve a dual use but general practice is to call a facility a departure if you are leaving an airport and approach if you are coming into an airport.
Military facilities often fill into areas where FAA facilities would overlap. In my region Travis AFB has such a facility that serves my home field, Concord CA as both a departure and arrival radar service and approach facility. When overseas operations take priority there is a noticeable change in the quality of the replacements. As always, it is the pilot’s responsibility to protect him from the incompetence outside the aircraft.
ARTCC or Air Route Traffic Control Centers cover hundreds of miles of radar
communications facilities that extend above the much lower routes between
urban areas. They also take over when the spaces between the urban areas
become excessive. Oakland Center is my ARTCC. It extends halfway across the
Pacific Ocean, nearly to the Oregon border, halfway across Nevada and down
California Central Valley to
below Bakersfield.
Below this huge web of airways lies a lower level tower en route system that permits IFR flights to be conducted from metro area to metro area. In California this is called after several name changes NorCal Approach. All the former urban approach facilities such as Oakland, Monterey, Sacramento, Stockton and Fresno have been unified in one facility near Sacramento. In Southern California we find SoCal Approach.
Getting the ATIS is important in VFR flight but in IFR flight it is essential. The ATIS tells which approach is in use at the airport and any restrictions the IFR flight may expect due to airport limitations. The ATIS exists at towered airports and is amended hourly with an alphabetical name along with the time and tower name. Changes are made as well when weather changes make it appropriate. Getting the ATIS is expected of all arriving aircraft. That you have the ATIS is an expected part of your radio work with an approach facility. When the tower is closed as AWOS may be transmitted on the ATIS frequency.
AWOS/ASOS are slightly different forms of the ATIS. They are automated digital voice weather reporting systems that give changes as they occur every minute. When arriving at an airport with either AWOS or ASOS you are expected to get the information and from that information relating to the wind select the runway most favored by the wind as your runway of choice for landing. An IFR flight to an AWOS/ASOS equipped non tower airport should advise ATC as having the one-minute-weather.. Any aircraft on having the automated weather should advise traffic that based on the "one-minute-weather" you have selected a specific runway for landing.
Clearance Delivery
Clearance delivery is a tower position that can be performed by one
person or any combination of specialists in the tower. A pilot who has
previously filed a flight plan with DUAT or a flight service station can,
after completing pre-takeoff can contact clearance delivery and request his
clearance to be read for him to study and readback.
CTAF
The Common Traffic Advisory Frequency is used at non-controlled
airports as the handoff frequency for an approach facility to send a
pilot/aircraft to. More often than not the pilot will not be given the
frequency
since the pilot is supposed to have it available as a part of his planning.
Where the airport has AWOS or ASOS the pilot is expected to have this one-minute-weather and plan his approach. When other traffic is using the airport, the arrival of an IFR Flight can create problems if the approach runway is not the active (other traffic) runway.
FSS
Every IFR pilot is expected to have all the current weather, notams,
and TFR information prior to every flight. No flight should be planned into
forecast icing or forecast thunderstorms. The Flight Service Station of today
is totally automated and paperless. I visited one with a student today
11-14-04 and it is surprisingly quiet and all the specialists seem younger.
People are as friendly as ever and extremely helpful. Living in fear that the
FSS will be privatized. Wonder what will happen to Flight Watch that I one of
the very first users out of Oakland in 1970 or thereabouts.
Ground
For IFR flights is quite the same as for VFR except if you let them
know you are previously filed IFR they will be sure to send you to an IFR
runway. You know--the one with the big markings. May act as clearance delivery
at many airports.
Tower
The IFR procedure for the tower is different only in that the
specialist will hand you off to the approach facility where ordinarily you
might just leave the airspace.
A flight plan can be filed by air by radio to an FSS frequency as well. Just a week ago I was on a flight out of the Las Vegas TFR existing at that time. After the first call up to the FSS regarding air filing, the specialist is Reno, asked if we had filed any time in the past week. On the affirmative response we were told to stand by. A minute later she had our previous flight plan information and we had only to update certain parts of the plan. Saved a great deal of time and effort.
Tower en Route
In the event that requested clearance has not been pre-filed the pilot
can request of ground a tower en route clearance just by giving the
destination desired. The tower en route is a ‘canned’ clearance that, if
saved from a previous flight will be exactly the same. The tower en route gets
you from here to there below the ARTCC structure between urban areas. The
tower en route is my preferred IFR flight planning method since I have learned
how easy it is to amend the plan.
Pop-up with Radar Facility
I am always surprised when flying with relatively new IFR pilots to
find that they know nothing about how to get a pop-clearance. I have used this
several times when in very unfamiliar territory and found it extremely useful.
Here you are flying along into gradually deteriorating weather until you can no longer proceed. Hoping for better conditions failed again. I get on the radio to the nearest facility, state my problem and ask for a clearance. Usually I am below their radar coverage. In this case I am told to fly to conditions that they think will give coverage. At that point I am given vectors to an airway and then cleared to a destination of my choosing. Easy as pie.
Pre-taxiRCO from Ground
Some non-tower airports have Remote Communication Outlets that allow
direct contact with an FSS while on the ground. I know one such exists at
Truckee CA. I have never tried a clearance from there but now that I have the
new chart of 1 866 numbers for all the FSS in the U.S. I’m ready to try a
void time clearance from there.
Clearance Delivery
Getting your clearance from clearance delivery is the standard at most
mid-size towered airports. You contact clearance delivery after you have
completed your preflight ablutions and ask for your clearance previously
filed. If you have judged your timing correctly it will be available and
waiting for you. Otherwise they will make a call to find it.
I have, on occasion opted to make a VFR departure with a plan to pick up my clearance in the air. If again it can’t be found in the computer system I will ask that they accept a pop-up. No matter what happens I will be able to get a clearance.
I have, when encountering adverse weather while on a VFR flight plan. I requested a quick frequency change from a facility frequency to contact the FSS. Made the contact and asked that my VFR flight plan be converted to IFR with the appropriate change in altitude.
Unacceptable Clearances
I will list some of the ways a clearance may be considered
unacceptable. The time may be too soon or late considering the weather changes
forecast. The required climb rate and time to expect higher may be beyond my
aircraft performance. For health reasons an assigned future altitude may out
of reach. A radio frequency may exceed my avionics design. I may have an
equipment deficiency that eliminates certain procedures. (More)
Preferred Route Clearances
The FAA has, in its effort to streamline the entire airways system,
selected some routes as being preferred. This means any pilot who tries to go
his selected way to a destination may find that the system refuses to give him
his desired clearance and gives him the preferred route clearance instead. I
once ran into this in Southern California when I got a clearance that would
have flown me for forty-five minutes away from my destination before sending
me where I wanted to go.
I was able to evade this by calling the facility and asking to talk to a routing specialist. I was put in touch with a specialist where I could explain that my fuel limitations would not permit such a preferred clearance. I don’t know what he did but when I called for my clearance I was cleared right through the basin. It was not until I talked to a shocked controller near Van Nuys who asked how I was able to get where I was that I realized that I had foxed the system. It can be done.
In another situation going to Monterey from Concord the preferred routing is as far east as Stockton and as far south as Panoche VOR. Quite a roundabout route. I evade this preferred route two ways. One is to file to San Jose where I know I am vectored far south of San Jose before turning in on the approach. At some point I request an amended flight plan destination to Monterey. They give it to me, knowing I have evaded the preferred routing. Another way is to get NorCal approach behind Mt. Diablo to give me a vector nearly to Los Banos allowing me to intercept another airway going to Salinas hence to Monterey.
Tower en Route
In my IFR instruction I much prefer the time saved by getting Tower en
Route clearances. Much of the reason for this is the economy of motion where
the tower en route will often give you a vector nearly direct to where you are
going while avoiding airways that are VOR based and usually take you out of
your way. It is only by flying much IFR via tower en route that I have learned
of the shortcuts possible.
Amended Clearances
In several instances I have sought amended clearances either to
destination or route in which the IFR airways are too crowed or conflicted
with my route/altitude than ATC is unwilling or unable to allow the amended
clearance. My out has on some occasions related to weather avoidance to just
cancel the IFR. I do this when I see a VFR out in one direction or another. I
will not let ATC fly me into a black cloud.
Interrupted Clearances
I have had only one interrupted clearance that I can recall. I was flying
at about 8,000 when I had a passenger indicate that he had a severe kidney
problem and had to be landed immediately. I advised ATC and requested vector
to the nearest airport with an immediate descent. I also stated my intention
of landing and immediately climbing back up to the airway. My request was
granted and in less than 15 minutes I was once again on the airway with my
same clearance.
Roy Smith wrote:
In theory, you should be able to file a single IFR flight plan that covers
your entire flight, with delays at each intermediate point. I just filed the
following with DUATS:
1 Type of flight plan: IFR
2 Aircraft tail number: N25629
3 Acft type/special equip: P28A/U
4 True airspeed: 130
5 Departure point: HPN
6 Departure time: (UTC) Mon Dec 6 20:00
7 Altitude: 30
8 Route of flight: CMK V3 HFD IJD/D0+05 HFD V3 CMK 4104/07342
9 Destination: HPN
10 Estimated time en route: 0400
11 Remarks:
12 Fuel on board: 0500
13 Alternate destination(s):
14 Pilot's name: ROY H SMITH
Address: XXX
Phone no.: 999-555-5555
Aircraft home base: HPN
15 Number aboard: 1
16 Color of aircraft: WHITE/BLUE
17 Dest contact name:Phone no.:
and the computer accepted it. The "IJD/D0+05" means "delay for
5 minutes at IJD". I suppose for a touch-and-go, I could have made it
"IJD/D0+01".
Oddly enough, when I first entered the flight plan, it said "Inserting
lat/long (4104/07342) for HPN to ensure ARTCC flight plan acceptance",
and generated a remark (field 11), "..4104/07342.. IS HPN". I never
changed that field, but by the time I filed it, the field somehow got cleared.
No clue why.
In practice, however, I think you will find it simpler to just file a separate
flight plan for each leg. It seems to be what ATC deals with best (at least
around here). My guess is if I actually called up the tower to get my
clearance, I'd just get a clearance to IJD and be told I'd get the rest once I
got there.
As you said, when you request your approach clearance, just tell the
controller that your intention is to fly the published missed then pick up
your clearance to XXX.
Void Time Clearances
A void time clearance is one in which you make an arrangement through
an FSS with an radar facility that you agree to takeoff and climb to a certain
altitude to get into the IFR system as cleared. If you can takeoff and climb
to meet the requirements of the clearance within the time limit you can be on
your way. If you are not going to meet the terms of the agreement you must get
back to where you started or find another way to get where you are going.
Handoff by Tower
Shortly after liftoff from a towered airport ATC should give you a
handoff to a departure frequency. If it doesn’t happen it is up to you to
ask for it. Do not change a frequency without letting them know what you are
doing.
IFR departure procedure for your flight is given as part of your clearance. The clearance begins with the name of the airport and a number. The number is the number of revisions that have been made in the clearance. This will be followed by a transition of which there may be several. Usually named for a VOR or intersection close by. Included in the clearance will be an initial altitude and possibly an altitude to expect in a certain amount of time. Then you will be given a transponder code or be told to expect for it to be given prior to takeoff. Expect every airport to have slightly different variations from every other.
Every takeoff under IFR has an expectation that you will be able to maintain a specific minimum rates of climb given as feet per mile where your rate of climb instrument gives you rate of climb per minute. This means that you need to make a conversion. Failure to make the conversion in unfamiliar airports is the primary cause of the number of CFIT (controlled flight into terrain) accidents. If in doubt, don’t.
It is the rare airport that does not have some oddball tower or other obstacle in the vicinity. At night this is an even greater problem because many obstacles are not lighted. Obstacle clearance is an on-going problem with many towers having unconfirmed altitudes. Look at the S.F. Sectional down around the Lemoore NAS for a good example of unconfirmed tower altitudes.
My personal good weather practice when flying in good conditions in the
areas I usually fly in to see what I can confirm as my minimum safe obstacle
clearance altitude. Then the next time I fly in poor visibility or night I
have a positive reference to use for safe flight.
En Route
All the airspace of the ATC airways system is divided into sectors
as you fly along an airway you will from time to time move from one sector to
the next and so on. You can learn to anticipate the sector change and the next
frequency. The beauty of this is that the vast majority of the frequencies
remain in place for years even the facility may change its name.
The transition from one sector to the next is a multi phase operation that when the pilot get into the act is seems instantaneous. Visualize as you walk from room to room of your house at night the lights go off and on as you progress. Essentially this is what happens along the airways be they high or low.
When your aircraft approaches the edge of a controllers sector he will push a button that will cause your radar data display on his screen to flash repeatedly. As soon as your enter the next sector the specialist there will stop your radar target display from flashing. This is his way of telling the first specialist that he has your display and is ready to talk to you on the radio. Now the first sector specialist will tell you to contact the next specialist along with the name of the facility if it should change and the required frequency.
Now it is the pilot’s turn to participate. The pilot will readback the instructions and frequency given by the first sector specialist, change his radio frequency and make his call-up. The call up consists of the name of the facility, his full aircraft call sign and his altitude. Every radar specialist is required to obtain an aircraft’s altitude at least once so most want to do it on first contact. If you do not give your altitude on your call-up they will ask for your altitude. You must request any change of altitude you want and you must acknowledge any change in altitude given you by ATC
A fairly recent change in the way altitude changes are said on an aircraft radio has taken place in the past several years. Take a situation where you are told by ATC to climb to 4000 feet. You might respond, " "36X out of three for four-thousand." For and four are said exactly the same and sound the same just as does all the two, too, to. The change in this confusion of for/four, and two/too/too is that you will include in your broadcast the words climbing or descending as the case may be. With a bit of practice you can make the change work for you.
Advisories
Advisories are not always a given in IFR flight. The IFR pilot is
supposed to know the weather for the flight. He is supposed to know the best
altitude to fly for a good tailwind. It would be normal to expect the ATC to
give a pilot the best available flight information just as he would safety
warnings.
ATC has ways to help a pilot on a flight and much of this help is dependent upon how the pilot works with the system. Years ago I visited an ARTCC and heard the specialists joking about a particularly rude pilot who was boastful about his aircraft performance along with other unpleasant remarks. They left him flying into a high velocity headwind.
Vectors
ATC will give your vectors when they see a safety need. When given a
point out and unable to find anything it is always a good option to indicate
that you are willing to accept a vector. In some facilities they, as a matter
of course, give vectors to a filed aircraft so that an airway route of
considerable length can be bypassed. A pilot who can see where a vector would
be more economic should not hesitate to request a vector that will save time
and money.
When on an approach and for some reason ATC finds that required separation is going to be lost, they may give you a vector through an approach course and successive vectors to bring you back around to the course from the other side. Also ATC may vector you in too close and too high to the FAF. I have found it always advantageous to get low early simply because getting down and slowing down at the same time can be difficult in slick high-performance aircraft. If vectors are going to bring you in high, ask for lower while on the vector.
Request Vector
If you know your location and can see where a vector would help your
situation, ask for it. You can ask for a delaying vector if you are having
difficulty preparing for an approach. Such a vector is easier to fly than is a
holding pattern. Request a vector to avoid traffic that you cannot locate,
such as an overtaking aircraft at six o’clock. When having difficulty
locating an airport, request a vector. More importantly, always request
avoidance vectors if you are unable to determine just where a TFR (temporary
flight restriction) is relative to your position.
Changing Altitudes
Once you are established at an assigned IFR altitude you cannot change
that altitude without a clearance to do so. You can ask for a climb or descent
to a specific altitude and you may or may not get the change. I once asked for
a change of direction because of weather. It was refused because of traffic. I
then asked for higher or lower and any change was refused for the same reason.
I saw the ground and cancelled IFR and
descended. I will not let ATC fly me into a thunderstorm.
When you are changing altitudes for any change of over 1000 feet ATC expects the change to be at a rate of at least 500-fpm except for the last 1000 feet. You must always readback a clearance for a change in altitude stating the altitude leaving, the final altitude and use the words descending and climbing as appropriate.
Rate of Climb
In IFR the rate of climb can be a critical factor in many phases of a
flight. All the airways have minimum obstacle clearance altitudes listed. IFR
departures have a minimum climb required beginning at 35 feet over the
departure threshold of 200 feet per nautical mile. Many of the intersections
along airways have minimum crossing altitudes that may apply to either
obstacles or radio reception. Of all the situations the most critical is that
that occurs during the missed approach. A failure to maintain a pre-assigned
rate of climb during a missed approach is the cause of a high percentage of
accidents.
Descent
When making an IFR descent you are expected to descend at 500 fpm
until within 1000 feet of you selected altitude. In many approaches the
traditional step-down procedure has been overlaid with a constant rate descent
angle on the side view of the approach.
One of the greatest IFR problems with descent is the failure to stop the descent before reaching the MDA. One of the reasons for not delaying your descents outside the FAF is that to do so means that inside the FAF you will be faced with a greater than planned rate of descent. Much better to execute an early missed.
Variations of Climb or Descent
A pilot early in his IFR training should learn all the power settings
and speeds needed for making vertical-S
maneuvers. This is where you select a speed like 90 knots. Then you climb at 90 knots for one minute, level off for one minute, descend for one minute and make a chart of your configuration, power setting and the process for making the changes.
This is one of the first IFR flying skills I like to teach. My mantra is that you should not start IFR until flying the aircraft is removed as a part of the problem. Depending on the performance of the aircraft the vertical-S can be practiced at most any airspeed.
Changing Heading
IFR turns are made at a standard rate of three degrees per second.
This rate of turn is a variable that depends on airspeed. The pilot should
practice turns at various speeds and calibrate the turn coordinator for each
speed by making a timed series of two minute turns left and right. Learn your
turn coordinator and then transfer the readings (mentally) to the attitude
indicator.
What this does is simplify your scan. You can use the attitude indicator to set a bank for the airspeed and then check the turn coordinator to confirm the accuracy of the bank. The speeds you need to confirm should be no more than four or five depending on aircraft performance.
Readbacks
In IFR flying you should make it a practice to readback everything ATC
says to you. When you have difficulty be prepared to skip some and start
writing again. You can then ask ATC to read back everything between two parts
of the clearance or instructions. As a preliminary, you might tell ATC that
you are classified as a slow listener (student or unfamiliar pilot) and ask
for a slow reading of the clearance to the alternative of saying it over
several times.
You need to develop early on your own brand of shorthand that will enable
you to improve your readback skills. Take a tape recorder and record all the
clearances you can on an IFR day. Then take the recording and play the
clearances over and over as you develop your shorthand that conveys the
meanings you must readback. By doing this at nearby towered airports you will
soon have everything organized so that there will be no difficulty getting
clearances which are more alike than different using the CRAFT profile or
order.
Position Reports
Like clearances position reports have a historic order than has never
changed for many years. Make a copy of the position format with some blank
spaces to fill in information than changes. Put the form on the back of a 6 x
22-inch lapboard. The position report is not used often but your IFR
competence is reflected in how well prepared you are to give an unexpected
position report.
Negotiating Route Changes
Once on an IFR flight across the L. A. Basin, I was given a route to
fly that promised to turn an 80-mile flight into one of over 200. I kept
getting handoffs from controller to controller and each time I was turned down
in my negotiation efforts. At one point I was even asked to slow down my
C-172. Finally I got a controller who would give me a short cut. Moral of the
story: Keep trying.
Requesting Direct
Any time you are in a position when requesting direct would be a desirable
choice you can do it even if in IFR conditions and while using a handheld GPS
or non-IFR Loran so long as the direct route is under radar watch. I have even
had a direct routing off airways given to me by vector and finding the
destination intersection using VOR cross radials.
One-Minute Frequency Changes
Any time you are in contact with a radar frequency where you feel the
flight is so under control that you could leave the frequency to take care of
some other business all you need do is ask. In your request you should
indicate that you will report back on frequency. The asking consists of saying
to what frequency or place you will be going. You can go to the FSS to extend
a flight plan, ask for some weather or winds aloft information. You can call
an UNICOM to order a taxi, check fuel available or ask
them to call a friend. The field is wide open.
PIREPS
A pilot report is the best weather information you can get. It tells
you just what a pilot saw and did. As a pilot it is your obligation on any
flight to forward to an FSS or to Flight Watch any weather or significant
flight condition that may be significant to the safety of flight. It is also
acceptable to report good conditions. Your lapboard should also have the
format for making a PIREP on it.
Block Altitudes
Occasions arise in IFR flight that is normally flown at level
altitudes will not work because of weather conditions. I have flow in such.
What you do is ask ATC for a block altitude. What this means is that you are
given a range of altitudes that you are expected to remain within. I was given
between eight and ten. I used every bit of it occasionally but I did not fight
to do much more that keep wings level and heading in the general direction I
wanted to go. Only lasted half an hour. Wife did not like it.
VFR-on-Top
You file an IFR flight plan and request VFR-on-top it means that you
expect to climb to VFR conditions while intending to cancel IFR once VFR on
top. You must obey both IFR and VFR FARs. May or may not be flown following
the IFR flight planned route. Ask for on top reports. Don’t take
the clearance if you can’t make the altitude before reaching your clearance
limit. Whenever you are in VFR conditions on an IFR flight and IFR traffic
conditions restrict your ability to climb or descend, ask for VFR on top. You
are responsible for traffic avoidance while giving IFR position reports and
following clearances. All altitude changes must be reported. Any vectors must
be above MVA and IFR minimum altitudes. Ends when the pilot
cancels IFR or returns to the original flight plan at
a waypoint on that plan.
IFR / VFR Routes
You can file a flight that takes you relatively close to a VFR
non-radar destination as an intersection and then proceed VFR with the
requirement that you close your VFR flight plan on arrival with an FSS. Been
there done that.
New Destination
I have flown through the S.F. Class Bravo on an IFR flight and changed
destinations as a ruse to avoid being routed all the way around the bay area.
I am not that familiar with the L. A. Class Bravo but it should work down
there as well. Will have to try it next time.
Required Reports
Airways have a large number of intersections. Some few of then are
designated as required reporting points. They become required
reporting points only if radar has a failure problem or made required by ATC
for your flight.
Arrival
Planned Descent
Much of my flying consists of crossing mountain ranges at right angles
so both my climbs and descents are planned. IFR routing tends to keep you at
altitude much longer than is required for VFR but with some planning you can
get across the Sierras at 11,000. Still on the other side Reno is quite close
so you must set up a 1000 fpm descent to make either a VFR or IFR arrival.
Going from Reno back to the Bay Area VFR works well if you set up a 200-fpm descent. IFR is more difficult because it requires for you to climb away from Reno to gain sufficient altitude for the IFR routes.
Once over the Sierras it is usually my desire to change altitude for airspeed. I usually ask for a cruise descent that will get me to Sacramento just above the Class C airspace. When I get it, it works fine. If I don’t get it I can usually cancel IFR.
Requesting Lower,
I usually ask for lower from an approach facility. The en route flying
is well defined with minimum altitudes. The metropolitan areas have charted
preferred altitudes for arrivals and departures that must be maintained. It is
only in the outlying airports when you are flying the assigned routes and know
just when you are going to be given an altitude to descend to for the
approach. This is a planned precision approach arrival and you are usually
ready for every change in altitude.
In the non-precision and stepdown approaches I find that the less experienced controllers tend to keep you high. I don’t like to be high. My preference is to get down to the outside of the FAF altitude and to speed as soon as possible. Therefore, I usually request lower sooner rather than later.
AWOS, ASOS, ATIS
When in actual conditions and you are relatively free from
communications I like to listen in on all of the three local weather reported
conditions to keep an eye on my IFR what if situation. I very much enjoy IFR
when I have a two-thousand foot ceiling below me at the nearby airports. As a
part of my flight planning I put down the frequencies from a sectional of all
the one-minute-weather frequencies as well as the occasional ATIS. Haven’t
needed it yet but it’s cheap insurance.
STAR
Haven’t had an occasion to file or fly a STAR. No comment.
Cruise Clearance
The use of a cruise clearance is for getting via IFR to airports
without an IFR procedure. You must have a current sectional. You cannot file
for a cruise clearance. But still descend to the airport even at night if
within a half mile of the airport. The process is over a small area with one
controller getting mandatory reports if without radar.
Pilot is responsible for knowing or finding IFR minimum altitudes. The
clearance is hand filed by ATC and gives a block altitude from the IFR minimum
up. It will get you to an airport without using an IFR approach. From an upper
altitude but you must cancel IFR when going below IFR minimum altitude.
You can descend all the way down to the airport and make a VFR arrival. If ‘through’ is in your clearance you can go back up as necessary but you cannot go back to any altitude reported as leaving.
Refuse the clearance if you don't know minimum altitude. ATC knows..
Vectors
When ATC gives a vector the pilot is expected to make the required
turn to a heading by the shortest arc unless told to turn long way around. As
he is turning he should say both the direction and the assigned heading as a
readback. Do it and argue later. When time permits the specialist will tell
you the purpose for the vector. Purposes can be for avoidance, spacing,
sequencing, interception or alignment.
Holds
A hold is a way of parking an aircraft to make time for other
aircraft. A hold can be used to turn an aircraft around so as to go towards a
runway for the approach. A hold can be used as a means of descending an
aircraft in steps behind and in front of other aircraft making the same steps.
The aircraft are all at the same location but at differing altitudes.
Approach
In the cockpit there are numerous variations of what must be done on
and during the approach. The following is just a briefing that has nothing to
do with the actual flying of the aircraft.
--Ident approach frequency and set volume so that you if it is functioning.
--Set the missed approach navaid frequency and verify required course
--Confirm heading indicator is set with compass course and heading bug set
--Verify altimeter setting and FAF altitude
--Confirm altimeter bug is set for glide slope altitude at FAF
--Review place as to when missed point is reached and when to turn to where
--Determine decision altitude and minimum visibility required for landing.
--Time every aspect of the flight from FAF to MAP
--Do the visual descent point (VDP) math to confirm if a normal landing is
possible.
--At or just before FAF confirm there are no flags on instruments or gauges
--Verify that cockpit belts, harness and otherwise items are secure
--Set flaps and gear for landing
--Set propeller power, mixture and airspeed for approach
The Missed
--Verbalize the changes required for executing the missed.
--Pitch aircraft and add power
--Gear and flaps in sequence required
--Confirm required climb rate on missed approach
--Verify just when to execute turns and course of missed approach
--Radio tower that you are executing the missed approach
Clearance
On the missed your clearance will be to fly as published to the missed
approach to a specified altitude and hold at an intersection awaiting further
clearance.
Vectors
At any points in the missed approach you may expect vectors depending
on whether you want to try again or intend to fly to an alternate.
Turning Around for an Approach
There are several ways an aircraft may be turned around to line up for
an approach. The most common in a radar environment is the use of vectors. The
procedure turn is a reversal that depends on timing the outbound 45-degree leg
for one minute and then turning back to intercept the approach course. Some
procedures use a holding pattern both as a descent and changing direction as
the case may be. The course reversal is now accepted by the FAA as a way to
change direction.
Circle to Land
Airlines do not usually authorize circle to land approaches because of
the higher altitudes required and visual contact with the landing runway at
all times. I have never made a circle to land approach except in practice and
find them unpleasant in IFR conditions. My preference is to make a SVFR
arrival instead.
Visual and Contact Approaches
Go to my web site and read up on the procedures and requirements. Page
7.62
Wind Check
At any point you can and should ask the controlling facility for a
wind check. There are areas where winds can make significant changes due to
terrain features and such a wind check is most necessary.
Practice Approaches
A practice approach can be requested from an ATC facility most any
time. The ATIS will indicate if practice approaches are not available or your
request may be refused. Refusal usually occurs where there is conflict between
the wind direction and the instrument runway. In this situation VFR traffic is
in conflict with instrument approach traffic. Not a good thing.
Canceling IFR
Any time you are in VFR conditions and able to maintain VFR you are
able to cancel IFR. On three occasions I have cancelled IFR. All three
occurred when ATC would not give me avoidance vectors around what I considered
dangerous cloud formations likely to contain thunderstorms. My other
alternative would have been to have declared an emergency and avoid the
weather on my own.
There are occasions when you are doing ATC a favor by canceling. When inbound on an approach in good conditions and you are aware of an aircraft on the ground awaiting your arrival for an IFR departure
you are helping your fellow pilot by canceling. When on an approach into an
uncontrolled airport and ATC tells you to report canceling IFR. What is
happening is that you are keeping a block of airspace closed to other IFR
traffic that is waiting for you to get out of the system so they can get
going. ATC is giving you a hint to cancel. You will be helping the system work
better if you cancel conditions permitting.
Landing
Non-towered airports can have IFR approaches. The future says that
every airport can have a GPS approach.
Towered airports all have approaches when the tower is operating. approaches will exist when the tower is closed as well but different requirements exist. You must cancel IFR before leaving approach or call in the cancellation to an FSS after landing..
LAHSO means land and hold short procedures in progress. This is where a towered airport has intersecting runways. Your aircraft can be cleared for a LAHSO landing if you accept the condition that you will be able to stop short of the runway intersection. I would not do this at an unfamiliar airport under any conditions. There are too many imponderables that could cause a runway incursion.
Expecting the Unexpected
Changed Route
The failure of a navaid or a radar facility may make a route change
necessary. Regardless any such failure will require position reports where
otherwise they would be unnecessary. The controller may offer you a route
change with vectors as a time or weather option. You can ask for any change
you desire. The worst thing that can happen is to hear NO.
Emergency
I have never heard of a pilot getting into FAA difficulty for
declaring an emergency. The only judge at the moment as to the existence of an
emergency is the pilot. The FAA can only second-guess. My advice is,
"When in doubt do it". Waiting will only make the situation worse.
Minimum fuel is a radio call a pilot should make to ATC when he doubtful as to whether he has enough fuel to go past his destination and possibly not enough to get to the destination and do an additional approach in IFR conditions. Never fly past a refueling opportunity if you become aware of your fuel gauges. I have had low fuel situations three times and on two of the occasions I turned back to a closer airport to get fuel. The third time I got on the ground with four gallons aboard. Just call me lucky.
Void time clearance is a method of departing an uncontrolled airport. Getting a clearance before departure that allows you to enter the IFR system. Entry is conditional that you are able to get airborne at altitude and in radio contact before a certain time.
Other Word for Near Emergency
When in contact with ATC, pilots can use the word "immediately"
to avoid an imminent situation.
Lost Radios
VFR loss of radios is not an emergency. Under IFR there is an entire
program for dealing with not having radios. It gives you how to select your
altitudes and what you are supposed to do. The accident record of IFR flight
continuing without a full deck of cards is not good. In my opinion you are
much better off to head for VFR if you can.
Years ago when I was in IFR training we lost our radios and never even knew it. We had accidentally turned down the volume so we could not hear anything. This was before transponders. We flew the airways back to our home field and only when we entered downwind and worked with the knobs did we realize the radios could be made to work.
Several years ago we had unusually cold weather for California. Our transmitter would not work as we later found out because the transmitter relay had frozen. We returned to CCR and could hear ATC telling the tower that we were squawking 7600. We got light signals clearing us to land. I kept trying to transmit and only on short final did it work when I acknowledged our clearance to land.
Use of Transponder to Communicate
On another occasion in the same aircraft we lost our transmitter. When
we could not respond to ATC transmissions, ATC asked us to ident if we could
receive messages. We then played a game of twenty questions where we would
only ident if the answer was yes. In the end ATC knew that we intended to
return to our home airport via airways at 7000 feet and shoot the LDA into
CCR.
Loss of Navigation Radios
Time was many of the 600 FSS facilities had direction finding
capability. Today with near universal radar at altitude you can climb to an
airway en route altitude and get vectors to where you want to go. What will we
do in ten years when all that is left is GPS?
No Gyro
The no gyro approach presumes that the aircraft has no compass or
heading indicator. In this situation all turns are executed at half-standard
rate. Once the aircraft is established at a beginning approach altitude the
pilot is instructed to "Turn right", "Stop turn" as the
ATC specialist guides you toward the runway with occasional altitude changes
along the way. The pilot needs to be very proficient in light touch on the
controls. Something that could/should be practiced during training.
GCA
The ground-controlled approach now seems to exist only at Naval Air
Stations. It allows a dual azimuth radar system to make it
possible for specialists giving heading and altitude instructions to bring
most any aircraft down to a safe landing. It is a very labor-intensive system
and is probably not longer for this world.
Transponder Failure
There are several alternatives open to both the pilot and ATC when
encoded responses from the transponder do not exist. ATC can still track you
as a primary target during which time you will be required to give altitude
reports.
I have departed a Class C airport without an operating transponder by hooking up with another aircraft as a flight to two. You can get into and out of some non-radar-controlled airports by making prior arrangements as to your route and reporting points.
Return to Whittsflying
Return to IFR
Contents
Continued on 7.56 Holding