planejay
Well-Known Member
whoa :drool:
IFR Questions
- Thread starter Fly_Unity
- Start date
whoa :drool:
I can't think of a way to say this nicely or sugarcoat this, but the quotes above and the quotes below have some... disparities. Good on you for asking the questions though.
Fly_Unity Signature said:
Fly_Unity
Well-Known Member
I dont get what your trying to say, are you saying I should know everything because I got them ratings?
Fly_Unity
Well-Known Member
Actually I can see the ground on my screen hehe, though technically its not legal, Its spoiling me. I still cant report airport in sight in IMC hehe
Im getting ready to take my ATP ride, I forgot how nervous I got on checkrides
Not at all.
You just get used to certain kind of questions from certain kind of people. Asking what a through clearance is, and asking what a cruise clearance is (to ATC while in flight , even) seems like an IR student type question. I would expect a "double I" to have instructional knowledge ofthese concepts.
It just seemed weird to me that someone who is a CFII/MEI who gets paid to fly on instruments wouldn't research a cruise clearance on the ground before asking for one in flight. As an example, can you imagine someone asking for a contact approach without fully understanding what it means?
That was the basis for my confusion.
I fully understand and appreciate your original question about how to get into your private strip on instruments, though. That certainly sounds like a challenge.
tgrayson
New Member
I think you'd find a very small percentage of the piloting population (of all experience levels) would know what a through clearance is. Cruise clearance is a different matter, although for most, it's a rote memorization fact rather than something they've ever used operationally.
Fly_Unity
Well-Known Member
As far as the cruise clearance, I was more asking ATC how I could do it in THAT situation (no radio contact below 8000)
I never heard of a through clearance and was just asking what it was and lf it would help me. I found several things that slipped through my knowlege over time and surprised I even passed my CFII.
Thanks for you concern
I really didn't mean anything by it... just talking out loud.As far as the cruise clearance, I was more asking ATC how I could do it in THAT situation (no radio contact below 8000)
I never heard of a through clearance and was just asking what it was and lf it would help me. I found several things that slipped through my knowlege over time and surprised I even passed my CFII.
Thanks for you concern
It may depend on where you fly. We used to fly into a fairly remote strip in West TX that did not have any IAPs. Also no visual glideslope indicator of any kind. Cell phone service was iffy at the airport, although it worked fine in town. We didn't like cancelling IFR at night before landing, so if we were just dropping off passengers, we would get a through clearance to our next destination. We rarely had a problem, because there was rarely any other airplanes operating IFR in the vicinity.
We used to use through clearances a lot if it was IMC at the field in Kansas (Great Bend, Dodge City, Hays). I checked first with the controller to make sure there wasn't anyone else filed to get in - and if there wasn't - I'd ask for the through clearance back to the hub.
More often than not the controller would grant us a through clearance with a 30 minute void time to shoot the approach, land, offload the pax and bags, board pax and load bags, and take off again to check back on frequency. If we weren't checking back in within 30 minutes, we were stuck on the ground trying to go through FSS on the landline to get an IFR clearance to take off again.
That would make sense. The airports I've requested a through clearance were the type to have IFR traffic about once an hour on average.
I use to go into Great Bend twice a day when I flew checks and it was always hit or miss if I could get one. That was about 8 years ago, maybe there are different controllers in the area now.