Say Again? Unable?
Tom Maxwell said:
I set up my flight plan direct from airport A to B.
I contact clearance delivery and usually hear, "N123AB, cleared to B as
filed, fly runway heading, climb and maintain XXXX, contact ground on
XXX.XX, clearance void 30 minutes from now."
I taxi to the active, contact the tower, and take off into the muck. Pretty
cool!
I get handed off to departure and get vectored to a course that parallels the
GPS direct track.
During this process I typically hear something like this: "N123AB turn
right/left heading XXX, cleared to XXXX, Resume Own Navigation."
In IFR terms what exactly does, "Resume Own Navigation" mean? Does it
mean I can deviate from the assigned course to get onto my GPS direct
track? Or does it simply mean that I need to take responsibility for tracking
my flight progress? Or maybe it means something entirely different.
I guess I need to get some IFR knowledge test manuals.
You will hear
resume normal speed,
resume own NAV, often after ATC has given a speed or vector (heading) clearance. Many times this is for separation of other aircraft.
When given vectors you just fly a heading ATC gives you. It is easy. ATC is
responsible for your NAV and separation from other planes and terrain if you
are IMC. (However don't let your gaurd down and follow blindly.)
>"In IFR terms what exactly does, "Resume Own Navigation" mean?
Does it mean I can deviate from the assigned course to get onto my GPS
direct track? Or does it simply mean that I need to take responsibility for
tracking my flight progress? Or maybe it means something entirely
different."
Don't get DIRECT, RESUME OWN NAV and GPS mixed up.
First if they are giving you direct own NAV chance is it's a VOR. GPS/VOR
is not relevant as long as its an IFR GPS. Unless you file that you're equip
includes an IFR GPS, ATC should NOT give you direct to a way-point out in the middle of no where, not defined by a VOR. As you know if all you have
is a VOR the only way to navigate direct (TO/FROM) is a VOR, unless you
have AREA NAV (aka, RNAV). Bottom line a VFR GPS is not usable for "OWN
NAV" in the IFR world. (It can be used to cheat in some scenarios.)
If they give you direct XYZ to a way-point (not a VOR) and you don't have
an IFR GPS or RNAV you can't accept it. However if they say VECTORS
direct to XYZ turn left/right heading 123, VOR or not, you can use a VFR
GPS to "help" you get there and monitor your progress as a backup. ATC
has to say VECTORS.
A VFR GPS is a no no as OWN NAV, but OK as a back up to vectors. If it's
a VOR and you are in the "service volume" and above "MEA" or MOCA" than
you use your VOR.
>"During this process I typically hear something like this: "N123AB turn
right/left heading XXX, cleared to XXXX, Resume Own Navigation."
Remarks on above, not sure that's totally correct (ATC guys help). The
"resume own navigation" is clear, you will fly the "flight plan route" with
your on board radios (VOR/GPS). They will usually "clear you" to fly the
flight plan route. The words own NAV comes after they have vectored you
off the flight planned route. In the example above the words VECTORS
was not used and assumed you where already own NAV.
When "vectors" is said, that is the heading you fly and you stay on.
Remember they may be giving you separation from other aircraft; they
may want you to get to XYZ but NOT direct. XYZ is mentioned so in
case you loose communication you know the next way-point you are
cleared to.
In the example you give you a say heading but no vector, it's only a HELP
to get you turned in the right direction, and even if they did not say own
NAV, it is assumed unless stated otherwise. They will usually also say
"direct". The could just say direct XYZ, flight planned route. The heading
is just help to point you in the right direction.
>"I set up my flight plan direct from airport A to B."
A flight plan is made up of Departure, transition to enroute (or SID),
enroute, transition to approach (or STAR) and approach. Sometimes the
transition to and from the airway are one and the same waypoints. The
most simple example would be two airports with a VOR on them, you
takeoff and climb over the VOR on the field, which is on a "airway" to a
VOR that's on airport "B" and where VOR "B" is the transition to the
approach (or the VOR approach). A simple VFR direct a/p to a/p flight
can get complicated to define and file IFR. In practice in the real world
after takeoff you may very well be cleared direct. However you also
have to file so you can fly it with no ATC help, since that could happen
with radio failure right after take off. In theory if IMC you fly all the way
to the destination airport and fly the approach (at or after your ETA).
You really can't FILE direct airport to airport unless there are VORs on the
field. We fly NAV aids not airports. A IFR flight plan is based on airways
(VOR's) and waypoints (intersections defined by VOR/VOR or VOR/DME).
Now with GPS you have GPS or Area NAV waypoints only, but only if so
equipped. It gets more complicated if the airport is VFR. The best you
can do is file to a IFR airport near by. Think of it like coding computer
programs. It has to be in the proper nomenclature with valid data so
the path is defined exactly.
Airports are filed as departure and destination not way points. You flight
plan may end at a way point that defines the initial approach fix to the
one of the airports approaches.
(* There are local ATC airport direct programs but they are really based
on getting vectors for ATC. I think SO Cal has these "preferred local
airport to airport direct programs.)
>"During this process I typically hear something like this: "N123AB turn
right/left heading XXX, cleared to XXXX, Resume Own Navigation."
Remarks on above. Not sure that is totally correct (ATC guys help). The
"resume own navigation" is clear, you will fly the flight plan route with your
on board radios (VOR/ IFR GPS). They will usually say "cleared to destination,
flight plan route". The words "own NAV" comes after ATC has been giving
you vectors off the flight planned route. When vectored you JUST fly the
heading. ATC is responsible for your NAV (but don't just blindly trust with
out cross check). In the example above the words VECTORS was never
used. I would think they might say, Radar contact, 5 miles east of XYZ, turn
left heading 270, direct XYZ, fly flight planed route. There would be no
"own NAV" since that's assumed, but I could be wrong. If they said "Radar
Contact 5 east of XYZ, turn left to 200, vectors for traffic, expect direct
XYZ"......"RV123, turn right 300, direct XYZ, flight planned route, resume
own NAV. That means heading 300 is approx direct, but you fly it as
needed. )
None of this will make true sense until you do it. Read the AIM/FAR sections
on ATC communication, IFR regs and pilot to controller glossary. I have to
admit when I was starting out IFR it was a mystery. +10,000 hours later,
the IFR system is still a mystery sometimes. There are hard and fast rules
and than some grey areas and interpretation in what happens in the real
world. Bottom line is safety and for the little guys to stay out of the way
of commercial jets. That sounds arrogant, but as both a little guy and
airline puke, ATC/IFR rules are to separate little from big commercial aircraft.
90% of the airspace is for IFR. VFR pilots will understand airspace better
if you understand it is to protect IFR traffic for VFR traffic. Also ATC
instructions often are to protect the pilot from lost COM, meaning in the
event you loose your radio you have a plan to get you to the destination
or VFR conditions, what every happens first.
Hook up with an CFI and pilot who works for the FAA as a controller. (Several
ATC guys are RV'ers.)
As the previous poster stated, if you don't know ASK. ATC makes mistake,
pilots miss hear, ATC mis hears read backs, so on and so on. When in doubt
ask.
George CFI/ATP
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