Search results

There's really only 1 thing you can do.. pull the chute! Thats why they make it right? If I had time i would google a phone number on my cell phone. If not, I would just fit myself into the pattern and land.

Personally, if ATC would have just said "cleared for takeoff" i would have followed the noise abatement procedure until hearing the "proceed on course". But in my opinion, the "proceed on course" is a clearance to deviate from it and to do exactly that, proceed on course. Now, what exactly does...

Saw the movie tonight. Did anyone else notice the "TWA" Airbus A320 when he was in the flight deck of a boeing? or was that just me?

I'm at a 121 carrier. The nice thing about the QC's is when you're commuting or deadheading, you just take the mic off and you have 'normal' headphones. Bose A20's are bulky to carry so the QCs are great when you want a 2 in 1 solution

I've flown with both the A20 and Tango. The Tango isn't as great as the Zulu 2 or PFX, and the A20 is like 7-8 years old now though. A better comparison would be the PFX vs A20. If you want to go the Bose route, I see a lot of guys at work using the uflymike with either the bose QC15 or QC25...

I sumped for water at the beginning of the flight and there was no water. You'd think after 4 hours of flying any water would've been at the bottom and would've entered the engine at the beginning of the flight? It honestly sounded like the engine was quitting for about 3 seconds then...

I was flying a Piper Arrow tonight, and around 2,000' AGL (3,000' MSL) the engine stuttered momentarily. My initial thought was I accidentally brought the mixture to cut off, but it was still running and the vibrations were very pronounced as well. I was doing about 24" MP/ 2400RPM and 11.5gph...

Heard it was an A36 and there were 4 on board

I agree with the above statement that the airport is a FIX and it IS a clearance limit. While I agree that I wouldn't fly over the airport then proceed to an IAF, that's how myself and others have interpreted the reg. I think the wording needs to be revised so when you are GPS direct to the...

I got that... What i was referring to was this: If your "clearance limit is a fix from which an approach does NOT begin", but then you have no fixes because your route is direct, then what is your clearance limit? I can understand that thinking if you have fixes along your route, but when your...

So if you are flying direct, and there are no fixes on your route, then whats your clearance limit?

So if you're cleared direct destination by ATC and you're still 500nm out, and the radios suddenly stop working, and assuming you never encounter VFR conditions along the way, at which point would you proceed direct to an IAF? Immediately at 500nm out? Wait until 20 miles out? I'm not sure if...

Okay, so lets say they give you an EFC then. Then this scenario would fall under rule 1A or 2A 1A) You HAVE an EFC - descend and approach as close to EFC 2A) You HAVE an EFC - leave clearance limit at EFC, fly to a fix where an approach begins, hold until ETA and start approach Which rule does...

What last assigned route? Lets say in LAX they couldn't give you your clearance to ORD, so instead they give you a clearance to DVV "N123AB cleared to Mile High VOR via direct, climb and maintain 17,000, squawk 2125" So you get to DVV, now what? I understand .185(b), but for discussion sakes...

And the question I was asking is once arrival over the DVV clearance limit, do you see if the DVV is an IAF for some random airport below? Or do you continue to your destination? Rule 1B or 2B?

It says: upon arrival over the clearance limit, proceed to a fix from which an approach begins It doesn't say direct, but why would you do anything else unless it were for weather or something?

Let's say you're flying from KLAX to KORD and your clearance limit from ATC is DVV VOR (Mile High VOR in Denver). Enroute, you lose comms, you're in IMC, and you reach your clearance limit (DVV). Are you supposed to look up if DVV is an initial approach fix for some airport below that you have...

This is what I was taught in my ground school and by my CFII as well hence why I brought my question here. Because the airport is in fact the clearance limit, and you must leave from the clearance limit to a fix from which an approach begins. Otherwise ATC has no clue what you're doing when...

Noah, thanks for clearing up that the destination is the clearance limit. However, I struggle with your second post for this reason: If the last fix on your route wasn't an IAF at the destination, you would have to overfly the field, proceed to an IAF, hold until ETA, then descend. This is...

Ok, so I may not being doing the best job at describing my question here... let me try again 1) When you're cleared to an airport, the airport becomes your clearance limit, NOT the waypoint before the airport... correct? 2) So if the waypoint before the airport happens to be an IAF, what...