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The controller does not require nor expect nor desire for you to waste precious radio time confirming the confirmation. Stop doing that. If every pilot did that we couldn’t get anything done. Something in your story is being left out. Nowhere you you say if you stated that you have that...

I think we’re getting two things confused here. Two things must happen for every aircraft that makes contact with ATC, Mode C and altitude verification. There are ATC rules concerning both. Those rules fall into two categories. The first is the absolute rule that every aircraft must have...

Ever since the air traffic division was reorganize into the Air Traffic Organization. AOV is independent and answers only to the administrator. Quality assurance is still there along with quality control and plans and procedures. Tex

AOV and the service centers agreed. And I as an ATC instructor was required to emphasise the point. It’s a small but technical point. Confirmation requires an overt action to ensure and verify information. The controller merely stating a displayed altitude “confirms” nothing. It is simply a...

Air traffic oversight and operations safety division of the Air traffic organization. The internal affairs group, sorta. The line of business identifier is AOV. Tex

The controller is REQUIRED to confirm altitude and validate mode c. Usually these are some at the same time with “verify altitude” or “verify altitude leaving. On initial identification this is a must. Simply calling out your altitude as displayed DOES NOT ask for confirmation. The act of...

Getting back to the question... If you assume the controller wants you to maintain 5000 until, let’s say the NDB, then at the NDB you would leave 5000 and descend to the outbound approach altitude and begin the approach. Tex

Didn’t say he wasn’t. And exactly what part of 175 is in play here? The standard FAA phraseology is “...maintain 5000 U N T I L (fill in the blank) cleared NDB approach”. By not doing so ATC removed the 5000 foot assignment (technically) leaving the pilot without an altitude assignment...

Possible Pilot deviations are determined by the controller. The controller has been given the authority to make a ad hoc decision as to whether or not it rises to the level of filing a report. The cic or supervisor can file one anyway even if the controller wants to let it go. Any serious...

You should clear the runway and continue without stopping till past the hold line before stopping. Under those precise conditions the controller may consider an exiting aircraft as clear of the runway as soon as he clears the runway edge for runway separation purposes. If you stop your forward...

I taught this and argued with fellow controllers for years. The pilots ( all pilots) have the 100 mile rule. ATC has a rule to issue the facility (or other more appropriate) altimeter which, by definition, does not NECESSARILY meet the 100 mile rule. The most important goal is that aircraft...

The key is in the order of the words. The controller, almost certainly, wants you to stay at 5000. The problem is that one the words “cleared for the approach” that cancels the 5000 foot sticker allowing you to descend. But it depends on the clearance. Are you being vectored. If so ATC must...

It’s legal with the FAA. FAA will shut down the IlS to the closed runway usually. But it’s legal to do the approach. tex

I can run a lot more traffic using visuals. Tex

Everyone does it but it’s not standard phraseology. Yes it matters on the general principle that non-standard phraseology is still a very significant factor in most ATC incidents. tex

The traffic management unit of the centers which is propagated to ATCCC in Virginia. ARTCC will also originate broad impacting delays or stops on their own. In general most ground stops originate with center and the ATCCC handles that impact with its TMU which handles the resulting effects...

Traffic calls are on a workload permitting basis as we know. More urgent traffic justifies a traffic alert. If it escalates to critical and you still have not taken action the controller is instucted by FAA policy to invoke 2-1-1 and prevent the collision any way possible. Routine Traffic...

The unwritten rule is this....never, ever, ever, NEVER, ever, forever, under no circumstances, EVER!!!!!!! Change freqs without being told! (Did I mention EVER NEVER?). If ATC is providing you services then stay on their freq until you are told to change or until they no longer provide the...

Yes. You can even file to a fix over the airport which will be your clearance limit. You won’t need an approach to even exist at the airport. But that’s as far as you will get. You’ll be expected to cancel IFR upon or before reaching the fix because there is no further route filed. So...

First step....main step.... Learn the knowledge. In 36 years as an air traffic controller and incident investigations with the FAA and 40 years as an instructor pilot I can give you this...the biggest failure of instrument pilots ( and any pilot for that matter) is improficiency or...