Search results

If you are on an IFR clearance you are under the command of FAA ATC. They are one unit. When controller flies you through a Class B you are cleared into the area. The controller is coordinating with the approach controller whose jurisdiction the Bravo is in the background. Nothing is...

Privatization is going to be one huge mistake. And I will be there to tell you I told you so. tex

That's right. I forgot about that. tex

I guess it is?!! I never found it in the AIM or .65 and just thought it was a slang we all use. Well! tex

A SID will not give you an altitude that doesn't meet all of the required obstruction clearances such as terrain, MIA. I'm not sure what real world example you are looking for. tex

What has changed...and I am not trying to be a jerk here......is you! You are the one that has changed. You have gotten less competent, you have gotten less proficient, you have gotten less practiced and knowledgeable...I can say this and I don't even know you!!! If you haven't flown in...

Go forward right to left..retard left to right. Mixture, props, throttle if increasing...throttle, props, mixture if decreasing. Small adjustments to throttle or prop are ok individually as long as you stay within the operating parameters of the operating manual. So all of this is general and...

"VFR over the top" is not an official term although everyone uses it and understands it. It simply means you get on top of a cloud layer and stay VFR hoping that you can get down on the other end. "VFR on Top" is an official term and has a specific meaning. "VFR on top" is the altitude...

It takes about 30 minutes for the flight plan to populate. And that's assuming they entered the flight plan the minute you gave it to them. If they get busy it may take longer. I always tell them when I will be ready to depart regardless of your filed departure time..."I will be ready for...

Congratulations! Be careful. Now is when you are the most dangerous. tex

Exactly!!! Never, Never, Never just acquiesce because the controller can't do his job. Politely, at first, then as forcibly as necessary, MAKE the controller use the correct call sign. For example, "approach, you keep calling me N12345 and my call sign is N1235C. And if that doesn't get...

What you are looking for is called a "quadrant clearance". The controller will (or should) clear you thusly.... "Cleared to the Ranger VORTAC (clearance limit for lost communications purposes) via radar vectors. Fly between the Ranger 360 radial and the 050 radial, 10 DME to 20 DME, maintain...

It depends on the last instruction out of the controller's mouth. Any "via" instruction is superseded by "maintain" an altitude if that is the last thing said. For example..."5 miles from Alpha, turn right heading 270, maintain 2500 until established on the localizer...cleared for the ILS...

But only if the controller "instructs" you to change to advisory frequency. Not " frequency change approved". Sometimes the LOA with a satellite tower requires keeping the aircraft on their current beacon code for display purposes so the tower doesn't lose the data block. However the...

First, this is illegal and dangerous so don't do it. But, as long as you ask for a pop-up IFR (as opposed to file IFR) and never screw up, and never give any controller any reason to question your validity, no one will ever ask and no one will ever care. In 35 years I must have issued a...

First of all....log every flight lands at a different airport from the one you took off from as cross country no matter how close or how far...as long as you used navigation or pilotage methods to get there...and who doesn't. Every single flight. Then try to work in flights of over 50nm, etc...

Do your homework. But here are a few clues... 1. Does the airport have a standard or SPECIAL approach procedure. Don't know? Why don't you know? 2. What will the weather be one hour either side of your ETA at the intended destination. 3. If less than what ceiling is forecast in #2 above...

Your first error...."these are minor". That's how you get yourself killed. And you are trying to get an IFR license...WHICH IS A LICENSE TO KILL YOURSELF! And you will if you don't snap out of that mentality. You force yourself to establish the habit. There is no pill you can take or magic...

Of course, the procedure is conceptually easy and I assume you understand the step by step process. Usually the trick is how to adjust for wind as you fly the 10 degree segments around the arc. As long as you keep a mental picture of what's going on and how the wind will effect the segment...