Cruise Clearance

ASpilot2be

ASpilot2be

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Just trying to clear a few things up.

When issued a cruise clearance you are cleared in a vertical plane, but how about in the horizontal fashion? Because my impression from reading is that when issued a cruise clearance you can descent at pilots discretion and commence an approach at the airport.

Is my understanding correct? Nobody I have come across has received one.

Thanks again for answering questions.
 
I believe that's correct, I remember reading if you're given a cruise clearance you're able to execute an approach? Up until that point it's my understanding that you need to remain on your filed route, unless it becomes neccesary to deviate. Usually ATC is going to clear you for the approach any ways. I've never heard a cruise clearance given any ways..
 
Ayork62493 said:
I believe that's correct, I remember reading if you're given a cruise clearance you're able to execute an approach? Up until that point it's my understanding that you need to remain on your filed route, unless it becomes neccesary to deviate. Usually ATC is going to clear you for the approach any ways. I've never heard a cruise clearance given any ways..
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They're not really too common...It's pretty much a block alt. to destination where you can then decend at pilots discretion as long as you a)don't go below min. alts. b) don't climb back up. I could be wrong though. I don't imagine they issue these anywhere except Alaska where there is nobody to talk to to give you lower for a large chunk of the state.
 
We sometimes use them at ZMP. I use them at certain airports that have virtually no radio or radar coverage.

this is from the Pilot/Controller Glossary

http://www.faa.gov/air_traffic/publications/atpubs/PCG/C.HTM

CRUISE- Used in an ATC clearance to authorize a pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance. The pilot may level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, he/she may not return to that altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an approach at destination airport and can be used in conjunction with:
a. An airport clearance limit at locations with a standard/special instrument approach procedure. The CFRs require that if an instrument letdown to an airport is necessary, the pilot shall make the letdown in accordance with a standard/special instrument approach procedure for that airport, or
b. An airport clearance limit at locations that are within/below/outside controlled airspace and without a standard/special instrument approach procedure. Such a clearance is NOT AUTHORIZATION for the pilot to descend under IFR conditions below the applicable minimum IFR altitude nor does it imply that ATC is exercising control over aircraft in Class G airspace; however, it provides a means for the aircraft to proceed to destination airport, descend, and land in accordance with applicable CFRs governing VFR flight operations. Also, this provides search and rescue protection until such time as the IFR flight plan is closed.
 
Ozelot said:
We sometimes use them at ZMP. I use them at certain airports that have virtually no radio or radar coverage.

this is from the Pilot/Controller Glossary

http://www.faa.gov/air_traffic/publications/atpubs/PCG/C.HTM

CRUISE- Used in an ATC clearance to authorize a pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance. The pilot may level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, he/she may not return to that altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an approach at destination airport and can be used in conjunction with:
a. An airport clearance limit at locations with a standard/special instrument approach procedure. The CFRs require that if an instrument letdown to an airport is necessary, the pilot shall make the letdown in accordance with a standard/special instrument approach procedure for that airport, or
b. An airport clearance limit at locations that are within/below/outside controlled airspace and without a standard/special instrument approach procedure. Such a clearance is NOT AUTHORIZATION for the pilot to descend under IFR conditions below the applicable minimum IFR altitude nor does it imply that ATC is exercising control over aircraft in Class G airspace; however, it provides a means for the aircraft to proceed to destination airport, descend, and land in accordance with applicable CFRs governing VFR flight operations. Also, this provides search and rescue protection until such time as the IFR flight plan is closed.
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Thank you! That actually clears it up a lot. So as soon as the clearance as received, the pilot may proceed direct to the IAF?
 
I've got cruise clearances going into Maui at night. I was always on a transition into the approach. On an airway that led to an IAF and FAF. You should never leave a charted published route on a cruise clearance or go direct anywhere unless it's part of a charted transition to an approach. There are big assed mountains going into Maui and you can't see them at night. I'll be staying on a published route, thank you. And you are allowed to descend to any charted min altitude once you have the cruise clearance, at pilots discretion. Also, you are cleared for any approach at that airport. A cruise clearance is a non-radar event. Old skool. Don't forget to cancel your IFR on the ground.
 
Ayork62493 said:
I believe that's correct, I remember reading if you're given a cruise clearance you're able to execute an approach? Up until that point it's my understanding that you need to remain on your filed route, unless it becomes neccesary to deviate. Usually ATC is going to clear you for the approach any ways. I've never heard a cruise clearance given any ways..
Click to expand...

Your exact question, and general question, here:

http://forums.jetcareers.com/general-topics/97082-cruise-clearance.html
 
DE727UPS said:
I've got cruise clearances going into Maui at night. I was always on a transition into the approach. On an airway that led to an IAF and FAF. You should never leave a charted published route on a cruise clearance or go direct anywhere unless it's part of a charted transition to an approach. There are big assed mountains going into Maui and you can't see them at night. I'll be staying on a published route, thank you. And you are allowed to descend to any charted min altitude once you have the cruise clearance, at pilots discretion. Also, you are cleared for any approach at that airport. A cruise clearance is a non-radar event. Old skool. Don't forget to cancel your IFR on the ground.
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Thanks! That is a good point about not leaving a charted course.
 
One night I felt like being a smart ass and asked for one going into pqi. The controller laughed and said it had been a long time since he had issued one. Like everyone else has said it is rare an I don't think I have ever heard of one given by a controller before. I guess the icon with the more you know star is appropriate here.
 
amorris311 said:
One night I felt like being a smart ass and asked for one going into pqi. The controller laughed and said it had been a long time since he had issued one. Like everyone else has said it is rare an I don't think I have ever heard of one given by a controller before. I guess the icon with the more you know star is appropriate here.
Click to expand...

:tmyk:
 
ASpilot2be said:
Just trying to clear a few things up.

When issued a cruise clearance you are cleared in a vertical plane, but how about in the horizontal fashion? Because my impression from reading is that when issued a cruise clearance you can descent at pilots discretion and commence an approach at the airport.

Is my understanding correct? Nobody I have come across has received one.

Thanks again for answering questions.
Click to expand...

I've gotten a cruise clearance a few times in Kansas. Twice it must have been really slow because I got the cruise clearance in conjunction with a through clearance. We were already cleared direct to the airport, so in our example we weren't on a transition or charted route, we knew there was no terrain in the area. Basically went direct for the visual, landed did all the normal things you have to do during a quick turn (deplane, dispatch paperwork, board/load), back up in the air without having to cancel IFR or pick up a new clearance. He did issue a 20 minute void time with the through clearance so that added some contraints. It was an interesting exercise.
 
A150K said:
They're not really too common...
.................I don't imagine they issue these anywhere except Alaska where there is nobody to talk to to give you lower for a large chunk of the state.
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Or Western Kansas. Been issued these several times.
 
I request/receive the cruise clearance quite often, most of the time at airports that do NOT have an approach here in WY/MT. Through clearances are useful to one airport I fly to that dont have any cell phone coverage or ATC coverage.

According to our opspecs, we can not descend below MEA, OROCA or MVA when using a contact approach which makes it practically worthless here in the Rockies.
 
Autothrust Blue said:
And those of us who learned to fly IFR in a busy terminal area said "Errr, uh, roger, cruise six thousand, Beercan two seventeen."
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But then again, I was saying, "Errr, uh, roger, I think....." while flying IFR in a busy terminal so I guess it all works out!
 
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