Ok .....so for all the IFR experts what is a "cruise clearance"? Ron will know.
Second question... What per cent of your total time is actual instrument time?
Where is "actual instrument time" defined?
Finally, what defines an "actual instrument approach"?
Jeff 8+00 St.Louis to Redmond today (darn headwinds)
Sent from my iPad i agree that it is a common clearance but it is an instrument clearance and IFR rules prevail. If IMC is anticipated then one needs clearance from ATC prior to entering. The controllers assume that you are IFR qualified, IFR current in make and model. Its only if something goes wrong that the Feds will come calling and you better have the i's dotted and the t's crossed. If your VFR, then you are to remain clear of clouds at all time. When going up you are supposed to get a clearance from atc and have to read it back. Inbound you have to ask for clearance and readbck prior to entering IMC. If not ifr qualified then you should advise atc that you are unable. They are providing separation from other traffic who are anticipating a sterile pathway.
On Tue, Jan 22, 2013 at 12:47 PM, Danny <danny@n107sd.com> wrote:
Don,
No, it’s you who is wrong. IFR to VFR on top is a common clearance, especially in places such as southern CA where an early morning and late evening marine layer is common. I’ve done it so many times I’ve lost count, not that anybody was counting in the first place. Raise your awareness.
Danny
LNC2-360
N 38° 43' 25.7"
W 77° 30' 38.6"
Nothing is foolproof to a sufficiently talented fool.
My one word response was a clue that you definitely need to discuss this with a CFII. You are soo wrong
On Tue, Jan 22, 2013 at 7:02 AM, Paul Miller <pjdmiller@gmail.com> wrote:
Yep Skip, another waste of everyone's time and non-helpful response ("wrong"). The fact is I have done exactly the same thing, VFR Flight, needed an IFR clearance to VFR conditions without a flight plan. My last was in the Legacy at night with a layer on top of the destination airport. I asked approach for a IFR descent clearance from 4000 to 2000 through the clouds, got it, broke out and cancelled, landed VFR. In the last 5 years I've found controllers extremely willing to be helpful to VFR pilots who ask for assistance.
Paul
Legacy
On 2013-01-21, at 12:37 PM, "Skip Slater" <skipslater@verizon.net> wrote:
> Possibly IFR to VFR on top, then cancel. I've done that a couple of times to take off from coastal airports with a marine layer that only extended a few miles inland. Don't need a flight plan to do that.
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> Skip Slater
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