You are flying an ILS approach into an uncontrolled pattern. The weather in the pattern permits VFR. There are other pilots buzzing around the airport.  As you change from ATC’s frequency to the airport’s common traffic advisory frequency, what are you thinking about? Completing that ILS? Sure. If you are like me, you are thinking about whether another plane established in the pattern is going conflict with you as you arrive on short approach.   Here’s what you can do to avoid turning your single-wing airplane into a biplane at the point where your ILS straight-in crosses paths with VFR aircraft on base-to-final. Show Notes:  Aeronautical Information Manual 4-1-9 4−1−9. Traffic Advisory Practices at Airports Without Operating Control Towers TBL 4−1−1 Summary of Recommended Communication Procedures Under “Practice Instrument Approaches”, “No Tower, FSS, UNICOM”–Make a position report: “Departing final approach fix (name) or final approach segment inbound.” Coincident with VFR procedures, inbound to the airport: “Report 10 miles out. Report leaving the runway.” My Techniques 15 miles or more out, with time, workload, and radio traffic permitting, either request off frequency with ATC or quickly switch to UNICOM on Radio 2 and announce: Example– “Fenway Traffic, Skyhawk 9130 Delta, 15 miles northwest, inbound ILS Runway 15, full stop, Fenway.” After ATC says, “Radar service terminated. Frequency change approved,” make another position report, time and workload permitting: Example– “Fenway Traffic, Skyhawk 9130 Delta, 10 miles northwest, 5,500, ILS Runway 15 inbound, full stop, Fenway.” At 2 to 3 miles from landing, make a last chance report: Example– “Fenway Traffic, Skyhawk 9130 Delta 2-mile final, Runway 15, full stop, Fenway.” Report leaving the runway: Example– “Fenway Traffic, Skyhawk 9130 Delta, exiting Runway 15, Fenway.”

You are flying an ILS approach into an uncontrolled pattern. The weather in the pattern permits VFR. There are other pilots buzzing around the airport. As you change from ATC’s frequency to the airport’s common traffic advisory frequency, what are you thinking about? Completing that ILS? Sure. If you are like me, you are thinking about whether another plane established in the pattern is going conflict with you as you arrive on short approach. <a href="https://i0.wp.com/ifrflightradio.com/wp-content/uploads/2016/09/ILSantenna.jpg" rel="nofollow" target="_blank"></a> Here’s what you can do to avoid turning your single-wing airplane into a biplane at the point where your ILS straight-in crosses paths with VFR aircraft on base-to-final. <h3>Show Notes:</h3> <blockquote> Aeronautical Information Manual 4-1-9 4−1−9. Traffic Advisory Practices at Airports Without Operating Control Towers TBL 4−1−1 Summary of Recommended Communication Procedures Under “Practice Instrument Approaches”, “No Tower, FSS, UNICOM”–Make a position report: “Departing final approach fix (name) or final approach segment inbound.” Coincident with VFR procedures, inbound to the airport: “Report 10 miles out. Report leaving the runway.”</blockquote> <h4>My Techniques</h4> 15 miles or more out, with time, workload, and radio traffic permitting, either request off frequency with ATC or quickly switch to UNICOM on Radio 2 and announce: Example– “Fenway Traffic, Skyhawk 9130 Delta, 15 miles northwest, inbound ILS Runway 15, full stop, Fenway.” After ATC says, “Radar service terminated. Frequency change approved,” make another position report, time and workload permitting: Example– “Fenway Traffic, Skyhawk 9130 Delta, 10 miles northwest, 5,500, ILS Runway 15 inbound, full stop, Fenway.” At 2 to 3 miles from landing, make a last chance report: Example– “Fenway Traffic, Skyhawk 9130 Delta 2-mile final, Runway 15, full stop, Fenway.” Report leaving the runway: Example– “Fenway Traffic, Skyhawk 9130 Delta, exiting Runway 15, Fenway.”

Flying an Approach Into an Uncontrolled Pattern

Unable.When you cannot comply with an ATC clearance, the magic word to use is “unable”. Simply saying “unable”, and nothing else, might not get you completely off the hook with ATC. I’ll explain why, and what to do about in this month’s edition of IFR Flight Radio. Show Resources From the Aeronautical Information Manual’s Pilot/Controller Glossary: UNABLE− Indicates inability to comply with a specific instruction, request, or clearance. § 91.123 Compliance with ATC clearances and instructions. (a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. (Ed. Note: More follows but is irrelevant to this discussion.) § 91.185 IFR operations: Two-way radio communications failure. (c) IFR conditions. If the failure occurs in IFR conditions, or if paragraph (b) of this section cannot be complied with, each pilot shall continue the flight according to the following: (1) Route. (i) By the route assigned in the last ATC clearance received; (ii) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance; (iii) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or (iv) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan. -Or- AVEF Assigned Vectored Expect Filed I have examples of how to apply AVEF in my book, Radio Mastery for IFR Pilots available at Amazon.com Your Question of the Week: If you have ever departed IFR from an uncontrolled airport, ATC probably gave you a Clearance Void Time. The controller said to you, for example, “Void if not off by 10:15, time now 10:01 and one half. Basically, this meant ATC had approved your takeoff any time before the Clearance Void Time on 10:15 Zulu.  Here’s your question. What is a “Release Time” and how might ATC use it for your flight? I’ll have the answer to that question, along with more topics to help you work with ATC while flying IFR, in the next edition of the IFR Flight Radio Show.

Unable.When you cannot comply with an ATC clearance, the magic word to use is “unable”. Simply saying “unable”, and nothing else, might not get you completely off the hook with ATC. I’ll explain why, and what to do about in this month’s edition of IFR Flight Radio. <h3>Show Resources</h3> From the Aeronautical Information Manual’s Pilot/Controller Glossary: <blockquote>UNABLE− Indicates inability to comply with a specific instruction, request, or clearance.</blockquote> § 91.123 Compliance with ATC clearances and instructions. (a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. (Ed. Note: More follows but is irrelevant to this discussion.) § 91.185 IFR operations: Two-way radio communications failure. (c) IFR conditions. If the failure occurs in IFR conditions, or if paragraph (b) of this section cannot be complied with, each pilot shall continue the flight according to the following: (1) Route. (i) By the route assigned in the last ATC clearance received; (ii) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance; (iii) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or (iv) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan. -Or- <h3>AVEF</h3> Assigned Vectored Expect Filed I have examples of how to apply AVEF in my book, <a href="http://www.amazon.com/gp/product/069253265X/ref=as_li_tl?ie=UTF8&amp;camp=1789&amp;creative=9325&amp;creativeASIN=069253265X&amp;linkCode=as2&amp;tag=kelseysdoghou-20&amp;linkId=NAKOERBOES55XYTX" rel="nofollow" target="_blank">Radio Mastery for IFR Pilots</a> available at <a href="http://Amazon.com" rel="nofollow" target="_blank">Amazon.com</a> <h3>Your Question of the Week:</h3> If you have ever departed IFR from an uncontrolled airport, ATC probably gave you a Clearance Void Time. The controller said to you, for example, “Void if not off by 10:15, time now 10:01 and one half. Basically, this meant ATC had approved your takeoff any time before the Clearance Void Time on 10:15 Zulu. Here’s your question. What is a “Release Time” and how might ATC use it for your flight? I’ll have the answer to that question, along with more topics to help you work with ATC while flying IFR, in the next edition of the IFR Flight Radio Show.

Cannot Comply with an ATC Clearance: Unable

“Cessna 9130 Delta, Ardmore Clearance, I have a full route clearance. Advise when ready to copy.” Uh oh. A fire hose of information is about to come across the radio. Are you ready to take it all in and write it down?  I would argue, copying a full route IFR clearance is one of the hardest communication skills pilots face. The problem boils down to: Can you listen, comprehend and translate the clearance to paper at the same pace as the controller gives it to you? In this show, I’m going to reveal how to completely circumvent the problem and get your clearance copied correctly. I’ll show you how to do this no matter how complicated the clearance. Show Resources (FRC = Full Route Clearance) J.O. 7110.65 Air Traffic Control (Manual)  4−3−3. ABBREVIATED DEPARTURE CLEARANCE  e. When a filed route will require revisions, the controller responsible for initiating the clearance to the aircraft must either: 1. Issue a FRC/FRC until a fix; or 2. If it reduces verbiage, state the phrase: “Cleared to (destination) airport, or cleared NAVAID, intersection, or waypoint (type if known), (SID name and number and SID transition, as appropriate), then as filed, except …” Specify the necessary revision.  Your Filed Route SZW        OTK Your Cleared Route Or   Your Filed Route CEW      V241      RSS Your Cleared Route   Clearance Magic: Copy IFR clearances with ease and accuracy every time. Clearance Magic at http://IFRclearance.com Your Question of the Week: You are flying northeast on Victor Airway 17 between the San Antonio Vortac and the Centex Vortac. The controller at Houston Center says, “Cessna 30 Delta, turn right 20 degrees, vectors for traffic.” As you turn to the right, you read back, “Cessna 30 Delta, right 20 degrees.” The controller follows up with, “Cessna 30 Delta, expect direct . . .” And then the radio goes silent. Since that next transmission was cut off, you say, “Cessna 30 Delta, say again.” There’s no response. In fact, you hear no other transmissions from the controller or from other aircraft.  You look at your radio control heads and notice the entire stack of radios and your transponder appears unpowered. You try contacting Houston Center again and not only do you not get  reply, you can’t even hear a sidetone of your own voice as you transmit.  You run through every procedure you can think of to revive your radios but nothing works, and you do not have a portable battery operated radio on board to act as a backup. Without question, you are radio out, or NORDO if you prefer.  At this point, do you turn left to rejoin Victor 17 and continue along your previously cleared route of flight, or do you turn left and proceed from your present position direct to the Centex Vortac?  I’ll have the answer to that question, along with a full explanation in the next edition of the IFR Flight Radio Show.    

“Cessna 9130 Delta, Ardmore Clearance, I have a full route clearance. Advise when ready to copy.” Uh oh. A fire hose of information is about to come across the radio. Are you ready to take it all in and write it down? <a href="https://i1.wp.com/ifrflightradio.com/wp-content/uploads/2016/02/fireHose.jpg" rel="attachment wp-att-430 nofollow" target="_blank"></a> I would argue, copying a full route IFR clearance is one of the hardest communication skills pilots face. The problem boils down to: Can you listen, comprehend and translate the clearance to paper at the same pace as the controller gives it to you? In this show, I’m going to reveal how to completely circumvent the problem and get your clearance copied correctly. I’ll show you how to do this no matter how complicated the clearance. <h3>Show Resources</h3> (FRC = Full Route Clearance) J.O. 7110.65 Air Traffic Control (Manual) 4−3−3. ABBREVIATED DEPARTURE CLEARANCE <blockquote>e. When a filed route will require revisions, the controller responsible for initiating the clearance to the aircraft must either: 1. Issue a FRC/FRC until a fix; or 2. If it reduces verbiage, state the phrase: “Cleared to (destination) airport, or cleared NAVAID, intersection, or waypoint (type if known), (SID name and number and SID transition, as appropriate), then as filed, except …” Specify the necessary revision.</blockquote> <a href="https://i1.wp.com/ifrflightradio.com/wp-content/uploads/2016/02/SZWgefOTK.jpg" rel="attachment wp-att-397 nofollow" target="_blank"></a> <h4>Your Filed Route</h4> SZW        OTK <h4>Your Cleared Route</h4> <a href="https://i0.wp.com/ifrflightradio.com/wp-content/uploads/2016/02/clearedRouteSZW.jpg" rel="attachment wp-att-405 nofollow" target="_blank"></a> Or <a href="https://i2.wp.com/ifrflightradio.com/wp-content/uploads/2016/02/clearedRouteSZW2.jpg" rel="attachment wp-att-407 nofollow" target="_blank"></a> <a href="https://i1.wp.com/ifrflightradio.com/wp-content/uploads/2016/02/CEWrss.jpg" rel="attachment wp-att-415 nofollow" target="_blank"></a> <h4>Your Filed Route</h4> CEW     V241      RSS <h4>Your Cleared Route</h4> <a href="https://i2.wp.com/ifrflightradio.com/wp-content/uploads/2016/02/cewRSSfixed.jpg" rel="attachment wp-att-418 nofollow" target="_blank"></a> Clearance Magic: Copy IFR clearances with ease and accuracy every time. Clearance Magic at <a href="http://IFRclearance.com" rel="nofollow" target="_blank">http://IFRclearance.com</a> <h3>Your Question of the Week:</h3> You are flying northeast on Victor Airway 17 between the San Antonio Vortac and the Centex Vortac. The controller at Houston Center says, “Cessna 30 Delta, turn right 20 degrees, vectors for traffic.” As you turn to the right, you read back, “Cessna 30 Delta, right 20 degrees.” The controller follows up with, “Cessna 30 Delta, expect direct . . .” And then the radio goes silent. Since that next transmission was cut off, you say, “Cessna 30 Delta, say again.” There’s no response. In fact, you hear no other transmissions from the controller or from other aircraft. You look at your radio control heads and notice the entire stack of radios and your transponder appears unpowered. You try contacting Houston Center again and not only do you not get reply, you can’t even hear a sidetone of your own voice as you transmit. You run through every procedure you can think of to revive your radios but nothing works, and you do not have a portable battery operated radio on board to act as a backup. Without question, you are radio out, or NORDO if you prefer. At this point, do you turn left to rejoin Victor 17 and continue along your previously cleared route of flight, or do you turn left and proceed from your present position direct to the Centex Vortac? I’ll have the answer to that question, along with a full explanation in the next edition of the IFR Flight Radio Show.

Full Route Clearances

 You are taking radar vectors to an ILS approach. The controller points out traffic you are following. You report the traffic in sight. ATC tells you to follow the traffic and clears you for a visual approach. Two minutes later, you lose sight of the traffic you were supposed to follow.  Now what?!   Also in this week’s show: We can talk all day about the correct way to use your call sign in a radio transmission. All that talk doesn’t add up to a hill of beans if pilots aren’t using their call sign at all when talking to ATC. The answer to the Question of the Week asked in your last show, plus a brand new question to ponder. Show Resources: AIM 5−5−11. Visual Approach b. Controller. 1. Do not clear an aircraft for a visual approach unless reported weather at the airport is ceiling at or above 1,000 feet and visibility is 3 miles or greater. 2. Issue visual approach clearance when the pilot reports sighting either the airport or a preceding aircraft which is to be followed. 3. Provide separation except when visual separation is being applied by the pilot. 4. Continue flight following and traffic in- formation until the aircraft has landed or has been instructed to change to advisory frequency. 5. Inform the pilot when the preceding aircraft is a heavy. 6. When weather is available for the destination airport, do not initiate a vector for a visual approach unless the reported ceiling at the airport is 500 feet or more above the MVA and visibility is 3 miles or more. If vectoring weather minima are not available but weather at the airport is ceiling at or above 1,000 feet and visibility of 3 miles or greater, visual approaches may still be conducted. a. Pilot. 5. Advise ATC immediately if the pilot is unable to continue following the preceding aircraft, cannot remain clear of clouds, needs to climb, or loses sight of the airport. I have a complete discussion about why using your call sign in every transmission to ATC is absolutely critical. Check out the first 10 minutes of the Radar Contact Show episode “We’d Be Thrilled if You Simply Used Your Call Sign!” Your Question of the Week: You are on a long, wide base leg, taking radar vectors to an ILS approach. The approach controller asks you if you have the airport in sight. You do have the airport in sight but due to hazy visibility you don’t see the landing runway.  You know if you report the airport in sight, the controller is probably going to clear you for the visual approach. Due to your lack of orientation to the runway, you would prefer to continue with radar vectors to intercept the ILS.  Do  you have the option to continue with vectors to the ILS approach even if you have the airport in sight? If so, what would you say to the approach controller? I’ll have the answers to those questions, along with a full explanation, in your next edition of the IFR Flight Radio Show. If you are in the process of researching a new radio headset, check out my Headset Buyer’s Guide at ATCcommunication.com.

<ol> <li>You are taking radar vectors to an ILS approach.</li> <li>The controller points out traffic you are following.</li> <li>You report the traffic in sight.</li> <li>ATC tells you to follow the traffic and clears you for a visual approach.</li> <li>Two minutes later, you lose sight of the traffic you were supposed to follow.</li> <li> <h2>Now what?!</h2> </li> </ol> <h3>Also in this week’s show:</h3> We can talk all day about the correct way to use your call sign in a radio transmission. All that talk doesn’t add up to a hill of beans if pilots aren’t using their call sign at all when talking to ATC. The answer to the Question of the Week asked in your last show, plus a brand new question to ponder. <h3>Show Resources:</h3> <blockquote>AIM 5−5−11. Visual Approach b. Controller. 1. Do not clear an aircraft for a visual approach unless reported weather at the airport is ceiling at or above 1,000 feet and visibility is 3 miles or greater. 2. Issue visual approach clearance when the pilot reports sighting either the airport or a preceding aircraft which is to be followed. 3. Provide separation except when visual separation is being applied by the pilot. 4. Continue flight following and traffic in- formation until the aircraft has landed or has been instructed to change to advisory frequency. 5. Inform the pilot when the preceding aircraft is a heavy. 6. When weather is available for the destination airport, do not initiate a vector for a visual approach unless the reported ceiling at the airport is 500 feet or more above the MVA and visibility is 3 miles or more. If vectoring weather minima are not available but weather at the airport is ceiling at or above 1,000 feet and visibility of 3 miles or greater, visual approaches may still be conducted. a. Pilot. 5. Advise ATC immediately if the pilot is unable to continue following the preceding aircraft, cannot remain clear of clouds, needs to climb, or loses sight of the airport. </blockquote> I have a complete discussion about why using your call sign in every transmission to ATC is absolutely critical. Check out the first 10 minutes of the Radar Contact Show episode <a href="http://atccommunication.com/wed-be-thrilled-if-you-simply-used-your-call-sign" rel="nofollow" target="_blank">“We’d Be Thrilled if You Simply Used Your Call Sign!”</a> <h3>Your Question of the Week:</h3> You are on a long, wide base leg, taking radar vectors to an ILS approach. The approach controller asks you if you have the airport in sight. You do have the airport in sight but due to hazy visibility you don’t see the landing runway. You know if you report the airport in sight, the controller is probably going to clear you for the visual approach. Due to your lack of orientation to the runway, you would prefer to continue with radar vectors to intercept the ILS. Do you have the option to continue with vectors to the ILS approach even if you have the airport in sight? If so, what would you say to the approach controller? I’ll have the answers to those questions, along with a full explanation, in your next edition of the IFR Flight Radio Show. If you are in the process of researching a new radio headset, check out my <a href="http://atccommunication.com/headset-buyers-guide" rel="nofollow" target="_blank">Headset Buyer’s Guide</a> at <a href="http://atccommunication.com" rel="nofollow" target="_blank">ATCcommunication.com</a>.

Cleared for the Visual Approach, Or Not

Cutting a corner by requesting direct to a point further along your route of flight could save time and fuel. An enroute air traffic controller will try to honor your request if circumstances permit. First and foremost it pays to know how to make a request direct to a point. We’ll discuss all the particulars of requesting direct in this edition of the IFR Flight Radio Show.   Show Resources:   AIM 4−4−4. Amended Clearances  c. Pilots have the privilege of requesting a different clearance from that which has been issued by ATC if they feel that they have information which would make another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued. AIM 5−1−8. Flight Plan (FAA Form 7233−1)− Domestic IFR Flights c. Direct Flights 4. Increasing use of self-contained airborne navigational systems which do not rely on the VOR/VORTAC/TACAN system has resulted in pilot requests for direct routes which exceed NAVAID service volume limits. These direct route requests will be approved only in a radar environment, with approval based on pilot responsibility for navigation on the authorized direct route. J.O. 7110.65V Air Traffic Control** 4−2−5. ROUTE OR ALTITUDE AMENDMENTS 3. Issue a clearance “direct” to a point on the previously issued route. PHRASEOLOGY− CLEARED DIRECT (fix,waypoint). Or CLEARED DIRECT (destination) AIRPORT. NOTE− Clearances authorizing “direct” to a point on a previously issued route do not require the phrase “rest of route unchanged.” However, it must be understood where the previously cleared route is resumed. When necessary, “rest of route unchanged” may be used to clarify routing. **(The reference manual for air traffic controllers. Pilots are not required to know the contents of this manual.)   Check out the Headset Buyer’s Guide at ATCcommunication.com for help choosing an aviation radio headset. Your Question of the Week:   You are flying at your filed cruise altitude on a Victor Airway 159 inbound to the Ocala Vortac in North Central Florida. After crossing over the top of Ocala,  your cleared route of flight has you making a 46-degree turn to the right to continue on Victor 441 to the Gainesville VORTAC*. With 30 miles to go to the Ocala VORTAC, you decide you’d like to save time and fuel by proceeding direct Gainesville.  Checking your enroute chart (see the chart segment above), given your present position, even if you cut the corner and proceed direct right now, your new route of flight will keep you well clear of the Palatka MOAs northeast of your position.  You get on the radio and say to Jacksonville Center, “Skyhawk 30 Delta requests direct Gainesville*.” The controller replies, “Skyhawk 30 Delta, I have your request.”  Four minutes pass. The controller has said nothing further to you about your request to proceed direct Gainesville*. Instead, he says, “Skyhawk 30 Delta, contact Jacksonville Center on 127.8.” Here are your questions.  First, why do you think the controller never approved your request? Second, will you have to make the same request of your next controller, or will he have your request in his todo list when you check in. I’ll have the answers along with complete explanations in your next show. *Correction: In this week’s question, I incorrectly identify the Gators VORTAC as the Gainesville VORTAC. I graduated from the University of Florida at Gainesville, so one of two things is true. Either my education was inadequate, or I recalled the name of the VORTAC as it was _____ years ago when I attended college.

Cutting a corner by requesting direct to a point further along your route of flight could save time and fuel. An enroute air traffic controller will try to honor your request if circumstances permit. First and foremost it pays to know how to make a request direct to a point. We’ll discuss all the particulars of requesting direct in this edition of the IFR Flight Radio Show. <a href="https://i1.wp.com/ifrflightradio.com/wp-content/uploads/2015/12/directGator.jpg" rel="attachment wp-att-362 nofollow" target="_blank"></a> <h3>Show Resources:</h3> AIM 4−4−4. Amended Clearances c. Pilots have the privilege of requesting a different clearance from that which has been issued by ATC if they feel that they have information which would make another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued. AIM 5−1−8. Flight Plan (FAA Form 7233−1)− Domestic IFR Flights c. Direct Flights 4. Increasing use of self-contained airborne navigational systems which do not rely on the VOR/VORTAC/TACAN system has resulted in pilot requests for direct routes which exceed NAVAID service volume limits. These direct route requests will be approved only in a radar environment, with approval based on pilot responsibility for navigation on the authorized direct route. J.O. 7110.65V Air Traffic Control** 4−2−5. ROUTE OR ALTITUDE AMENDMENTS 3. Issue a clearance “direct” to a point on the previously issued route. PHRASEOLOGY− CLEARED DIRECT (fix,waypoint). Or CLEARED DIRECT (destination) AIRPORT. NOTE− Clearances authorizing “direct” to a point on a previously issued route do not require the phrase “rest of route unchanged.” However, it must be understood where the previously cleared route is resumed. When necessary, “rest of route unchanged” may be used to clarify routing. **(The reference manual for air traffic controllers. Pilots are not required to know the contents of this manual.) Check out the <a href="http://atccommunication.com/headset-buyers-guide" rel="nofollow" target="_blank">Headset Buyer’s Guide</a> at <a href="http://atccommunication.com" rel="nofollow" target="_blank">ATCcommunication.com</a> for help choosing an aviation radio headset. <h3>Your Question of the Week:</h3> You are flying at your filed cruise altitude on a Victor Airway 159 inbound to the Ocala Vortac in North Central Florida. After crossing over the top of Ocala, your cleared route of flight has you making a 46-degree turn to the right to continue on Victor 441 to the Gainesville VORTAC*. With 30 miles to go to the Ocala VORTAC, you decide you’d like to save time and fuel by proceeding direct Gainesville. Checking your enroute chart (see the chart segment above), given your present position, even if you cut the corner and proceed direct right now, your new route of flight will keep you well clear of the Palatka MOAs northeast of your position. You get on the radio and say to Jacksonville Center, “Skyhawk 30 Delta requests direct Gainesville*.” The controller replies, “Skyhawk 30 Delta, I have your request.” Four minutes pass. The controller has said nothing further to you about your request to proceed direct Gainesville*. Instead, he says, “Skyhawk 30 Delta, contact Jacksonville Center on 127.8.” Here are your questions. First, why do you think the controller never approved your request? Second, will you have to make the same request of your next controller, or will he have your request in his todo list when you check in. I’ll have the answers along with complete explanations in your next show. <h3>*Correction:</h3> In this week’s question, I incorrectly identify the Gators VORTAC as the Gainesville VORTAC. I graduated from the University of Florida at Gainesville, so one of two things is true. Either my education was inadequate, or I recalled the name of the VORTAC as it was _____ years ago when I attended college.

Enroute ATC: How to Request Direct to a Point

If your IFR training was like mine, you spent a lot of time taking radar vectors to instrument approaches using approach control service. Less time was spent working with enroute center controllers.   Communicating with an enroute controller at an air route traffic control center (ARTCC) is its own special skill. In today’s show, we’ll look at ARTCC communication during traffic avoidance vectors and during radar handoffs. Show Notes and Resources:   AIM 5−3−1. ARTCC Communications 2. An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to the appropriate sector discrete frequency. Notice how the following statement in the AIM has no requirement to repeat the numbers of an assigned radio frequency. AIM 4−2−3. Contact Procedures d. Acknowledgement of Frequency Changes. 1. When advised by ATC to change frequencies, acknowledge the instruction. If you select the new frequency without an acknowledgement, the controller’s workload is increased because there is no way of knowing whether you received the instruction or have had radio communications failure. More info about: Radio Mastery for IFR Pilots Everything you need to know to talk to Air Traffic Control while flying IFR Trying to decide which radio headset to buy? Check out my Headset Buyer’s Guide at ATCcommunication.com.

If your IFR training was like mine, you spent a lot of time taking radar vectors to instrument approaches using approach control service. Less time was spent working with enroute center controllers. <a href="https://i0.wp.com/ifrflightradio.com/wp-content/uploads/2015/12/radarHandoffDisplay.jpg" rel="attachment wp-att-291 nofollow" target="_blank"></a> Communicating with an enroute controller at an air route traffic control center (ARTCC) is its own special skill. In today’s show, we’ll look at ARTCC communication during traffic avoidance vectors and during radar handoffs. <h2>Show Notes and Resources:</h2> AIM 5−3−1. ARTCC Communications 2. An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to the appropriate sector discrete frequency. Notice how the following statement in the AIM has no requirement to repeat the numbers of an assigned radio frequency. AIM 4−2−3. Contact Procedures d. Acknowledgement of Frequency Changes. 1. When advised by ATC to change frequencies, acknowledge the instruction. If you select the new frequency without an acknowledgement, the controller’s workload is increased because there is no way of knowing whether you received the instruction or have had radio communications failure. More info about: <a href="http://ifrflightradio.com/about-radio-mastery-for-ifr-pilots/" rel="nofollow" target="_blank">Radio Mastery for IFR Pilots</a> Everything you need to know to talk to Air Traffic Control while flying IFR Trying to decide which radio headset to buy? Check out my <a href="http://atccommunication.com/headset-buyers-guide" rel="nofollow" target="_blank">Headset Buyer’s Guide</a> at <a href="http://atccommunication.com" rel="nofollow" target="_blank">ATCcommunication.com</a>.

Enroute ATC: Traffic and Radar Handoffs

How good are you at hanging on to an ATC clearance that is long and complicated? Houston Center says, “Commanche 448 Juliette Mike, reduce speed to 160, then descend and maintain 9,000 thousand. The Galveston altimeter is 29.86.” In this week’s edition of IFR Flight Radio, I’ll give you tips and techniques for recording and reading back a long, complicated ATC clearance.  Add-On Instrument Bugs We’ll consider the answer to the Question of Week presented in our last show.  I’ll also have a brand new Question of the Week for you to chew on.  Pull the chocks and get ready to taxi. IFR Flight Radio’s is on the move again. Supplements and References for this week’s show: Short Term Memory References http://www.simplypsychology.org/multi-store.html http://www.indiana.edu/~p1013447/dictionary/stmpp.htm Add-On Aircraft Instrument Bugs At Sporty’s Pilot Shop At Aircraft Spruce and Specialty AIM 5-4-1 2. “DESCEND VIA.” (a) Clearance to “descend via” authorizes pilots to: (1) Vertically and laterally navigate on a STAR/RNAV STAR/FMSP. (2) When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot’s discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions.

How good are you at hanging on to an ATC clearance that is long and complicated? Houston Center says, “Commanche 448 Juliette Mike, reduce speed to 160, then descend and maintain 9,000 thousand. The Galveston altimeter is 29.86.” In this week’s edition of IFR Flight Radio, I’ll give you tips and techniques for recording and reading back a long, complicated ATC clearance. <a href="https://i2.wp.com/ifrflightradio.com/wp-content/uploads/2015/11/instrumentbugs.jpg" rel="nofollow" target="_blank"></a>Add-On Instrument Bugs We’ll consider the answer to the Question of Week presented in our last show. I’ll also have a brand new Question of the Week for you to chew on. Pull the chocks and get ready to taxi. IFR Flight Radio’s is on the move again. <h3>Supplements and References for this week’s show:</h3> <h4>Short Term Memory References</h4> <a href="http://www.simplypsychology.org/multi-store.html" rel="nofollow" target="_blank">http://www.simplypsychology.org/multi-store.html</a> <a href="http://www.indiana.edu/~p1013447/dictionary/stmpp.htm" rel="nofollow" target="_blank">http://www.indiana.edu/~p1013447/dictionary/stmpp.htm</a> <h4>Add-On Aircraft Instrument Bugs</h4> <a href="http://www.sportys.com/pilotshop/deluxe-suction-cup-bugs-pair.html?___SID=U" rel="nofollow" target="_blank">At Sporty’s Pilot Shop</a> <a href="http://www.aircraftspruce.com/catalog/inpages/instrbugs.php" rel="nofollow" target="_blank">At Aircraft Spruce and Specialty</a> AIM 5-4-1 2. “DESCEND VIA.” (a) Clearance to “descend via” authorizes pilots to: (1) Vertically and laterally navigate on a STAR/RNAV STAR/FMSP. (2) When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot’s discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions.

Hanging On to ATC Clearances

Do you know what you are required to read back when ATC issues a clearance to you? Apparently a lot of pilots–including high-time pros–don’t know what they are required to read back.  A contact of mine at Chicago Approach Control said he is pulling his hair out because many pilots do not read back his clearances as expected. He asked me if there are any regs to control what and how a pilot reads back an ATC clearance. Here’s my answer to him in the very first episode of the IFR Flight Radio Show. Supporting Notes for this Show:   Questions? Write to me at Jeff@ATCcommunication.com. Or add a comment below the notes for this show. Or follow me at https://twitter.com/atc_jeff. 91.123 Compliance with ATC clearances and instructions. (a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. However, except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions. When a pilot is uncertain of an ATC clearance, that pilot shall immediately request clarification from ATC. (b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. (c) Each pilot in command who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible. (d) Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC. (e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes. AIM 4−4−7. Pilot Responsibility upon Clearance Issuance b. ATC Clearance/Instruction Readback. Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments, vectors, or runway assignments as a means of mutual verification. The read back of the “numbers” serves as a double check between pilots and controllers and reduces the kinds of communications errors that occur when a number is either “misheard” or is incorrect. My New Book: Radio Mastery for IFR Pilots. Available now at Amazon.com. * Your Question of the Week: You are inbound to an airport with a published Standard Terminal Arrival called the Candy Five. As you approach the VORTAC the defines the beginning of the arrival, the controller at Chicago Center says, “Twin Cessna 553 UM, proceed via the Candy 5. Descend and maintain 9,000.” You readback this clearance and navigate along the route for the Candy 5. You also begin a descent to 9,000. Then you notice, 20 miles ahead there is an intersection with a published crossing restriction of 8,000 feet. Would you descend to cross that intersection at 8,000? *I receive a small commission when you use this link to make a purchase at Amazon.com. 

Do you know what you are required to read back when ATC issues a clearance to you? Apparently a lot of pilots–including high-time pros–don’t know what they are required to read back. <a href="https://i2.wp.com/ifrflightradio.com/wp-content/uploads/2015/11/AIM.jpg" rel="nofollow" target="_blank"></a> A contact of mine at Chicago Approach Control said he is pulling his hair out because many pilots do not read back his clearances as expected. He asked me if there are any regs to control what and how a pilot reads back an ATC clearance. Here’s my answer to him in the very first episode of the IFR Flight Radio Show. <h3>Supporting Notes for this Show:</h3> Questions? Write to me at <a href="mailto:Jeff@ATCcommunication.com">Jeff@ATCcommunication.com</a>. Or add a comment below the notes for this show. Or follow me at <a href="https://twitter.com/atc_jeff" rel="nofollow" target="_blank">https://twitter.com/atc_jeff</a>. 91.123 Compliance with ATC clearances and instructions. (a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. However, except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions. When a pilot is uncertain of an ATC clearance, that pilot shall immediately request clarification from ATC. (b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. (c) Each pilot in command who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible. (d) Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC. (e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes. AIM 4−4−7. Pilot Responsibility upon Clearance Issuance b. ATC Clearance/Instruction Readback. Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments, vectors, or runway assignments as a means of mutual verification. The read back of the “numbers” serves as a double check between pilots and controllers and reduces the kinds of communications errors that occur when a number is either “misheard” or is incorrect. <h3>My New Book:</h3> Radio Mastery for IFR Pilots. <a href="http://www.amazon.com/gp/product/069253265X/ref=as_li_tl?ie=UTF8&amp;camp=1789&amp;creative=9325&amp;creativeASIN=069253265X&amp;linkCode=as2&amp;tag=kelseysdoghou-20&amp;linkId=QDYKJPCPIVUCXZC7" rel="nofollow" target="_blank">Available now at Amazon.com</a>. * <h3>Your Question of the Week:</h3> You are inbound to an airport with a published Standard Terminal Arrival called the Candy Five. As you approach the VORTAC the defines the beginning of the arrival, the controller at Chicago Center says, “Twin Cessna 553 UM, proceed via the Candy 5. Descend and maintain 9,000.” You readback this clearance and navigate along the route for the Candy 5. You also begin a descent to 9,000. Then you notice, 20 miles ahead there is an intersection with a published crossing restriction of 8,000 feet. Would you descend to cross that intersection at 8,000? *I receive a small commission when you use this link to make a purchase at <a href="http://Amazon.com" rel="nofollow" target="_blank">Amazon.com</a>.

What You are Required to Read Back to ATC

Your go-to source for IFR communication procedures and techniques

Hasn’t been active since 2016 and hope all is well with the author.

Excellent podcast.

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