Return-Path: Sender: (Marvin Kaye) To: lml Date: Thu, 05 Jun 2003 17:13:11 -0400 Message-ID: X-Original-Return-Path: Received: from [148.78.247.24] (HELO cepheus.email.starband.net) by logan.com (CommuniGate Pro SMTP 4.1b7) with ESMTP id 2404143 for lml@lancaironline.net; Thu, 05 Jun 2003 16:32:20 -0400 Received: from oemcomputer (vsat-148-64-12-247.c050.t7.mrt.starband.net [148.64.12.247]) by cepheus.email.starband.net (8.12.9/8.12.9) with SMTP id h55KVxdW005247 for ; Thu, 5 Jun 2003 16:32:19 -0400 X-Original-Message-ID: <00c201c32ba1$39a2b780$f70c4094@oemcomputer> From: "Tom Hall" X-Original-To: "Lancair Mailing List" Subject: Wx Deviations X-Original-Date: Thu, 5 Jun 2003 16:29:37 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00B9_01C32B7F.A7E5C4C0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2600.0000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 This is a multi-part message in MIME format. ------=_NextPart_000_00B9_01C32B7F.A7E5C4C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I would like to further agree with the previous remarks. ATC can be = extremely helpful and frequently is, but YOU are the PIC. The advice to = say "unable" is very good.=20 In a radar seminar that I attended several years ago, we were told the = same and given the advice to suggest that if deviation as requested was = not possible to offer 360's at present location. While noboby (pilot or = controller) wants to do this, it gives them an alternative. I have used = this on various occasions and usually immediately get my desired = deviation. Even if you don't, you are not risking life and limb.=20 Another approach is to cancel IFR if at all feasible. (it should be if = level 5 storms are anywhere near you) You would need to descend below FL = 180, but the mid levels are usually not the place to be around big = storms. Smart controllers would rather have you in the system and = communicating rather than have to route traffic around you with no idea = where you may be going. I would say that nearly every controller in ATL, MEM , and JAX = understand what you are facing and will do their utmost to not only give = you the route you think best, but frequently will give you invaluable = advice on possible routing around convective activity. I have frequently = found this aid to be more helpful than that received from inexperienced = FlightWatch personnel. Bottomline is: you are the pilot and you decide = what is safe and appropriate for your flight. You are there, they are = not. As said previously, say "unable" and if necessary do whatever = manevering you deed necessary. Worry about consequences when safe on the = ground. Tom Hall N725PT ------=_NextPart_000_00B9_01C32B7F.A7E5C4C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I would like to further agree with the = previous=20 remarks. ATC can be extremely helpful and frequently is, but YOU = are the=20 PIC. The advice to say "unable" is very good.

In a radar seminar that I attended = several years=20 ago, we were told the same and given the advice to suggest that if = deviation as=20 requested was not possible to offer 360's at present location. While = noboby=20 (pilot or controller) wants to do this, it gives them an alternative. I = have=20 used this on various occasions and usually immediately get my desired = deviation.=20 Even if you don't, you are not risking life and limb.

Another approach is to cancel IFR if at = all=20 feasible. (it should be if level 5 storms are anywhere near you) You = would need=20 to descend below FL 180, but the mid levels are usually not the place to = be=20 around big storms. Smart controllers would rather have you in the system = and=20 communicating rather than have to route traffic around you with no idea = where=20 you may be going.

I would say that nearly every = controller in ATL,=20 MEM , and JAX understand what you are facing and will do their utmost to = not=20 only give you the route you think best, but frequently will give you = invaluable=20 advice on possible routing around convective activity. I have frequently = found=20 this aid to be more helpful than that received from inexperienced = FlightWatch=20 personnel. Bottomline is: you are the pilot and you decide what is safe = and=20 appropriate for your flight. You are there, they are not. As said = previously,=20 say "unable" and if necessary do whatever manevering you deed necessary. = Worry=20 about consequences when safe on the ground.

Tom Hall

N725PT

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