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  #111  
Old 08-18-2010, 05:05 PM
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RV9798 RV9798 is offline
 
Join Date: Oct 2005
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Default You are popular

TKATC,

Thanks for answering so many questions. You are part of our Aviation family and your expertise is much appreciated.

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  #112  
Old 08-18-2010, 07:31 PM
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tkatc tkatc is offline
 
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Location: NJ
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Birkel...I do not know the reason for the vector. I could speculate on several things but it is just a guess. At my airport we have fighters, sometimes the fighters do an SFO (simulated flame out) from 7000 agl. When they practice this manuever we sterilize the airspace the best that we can even though VFRs could be overflying legally. So you are correct...you could have just canceled flight following and legally flew right over the top without talking to them....but it sounds as though it might not have been the safest thing. If he wasn't too bust I would ask him for an explanation....I use the phrase "Hey so and so, do you have time for a question?" I say that to planes and I have heard pilots ask me that. That gives the controller some time to handle priorities and then get back to you if he/she can.

RV9798...Thanks. Like I said when I started this...I cannot contribute as far as a builder/owner/or flier just yet so this is my area of expertise. And I have learned far more from you guys than you guys have learned from me.
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  #113  
Old 08-19-2010, 05:35 AM
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pierre smith pierre smith is offline
 
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Location: Louisville, Ga
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Default And that, my friends.....

Quote:
Originally Posted by tkatc View Post
.... Like I said when I started this...I cannot contribute as far as a builder/owner/or flier just yet so this is my area of expertise. And I have learned far more from you guys than you guys have learned from me.
....is why this forum is more like a family than a collection of RV nuts

Thanks Terry,
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  #114  
Old 08-19-2010, 08:20 AM
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tkatc tkatc is offline
 
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Pierre...thanks for your replies...I know they are filled with good intentions...but you have been calling me Terry for weeks. My name is TONY!!! LOL
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  #115  
Old 08-19-2010, 08:22 AM
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sahrens sahrens is online now
 
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Default Established

Quote:
Originally Posted by cfiidon View Post
That phraseology means that you should maintain 3000 until established on the localizer, at which point you may descend to the appropriate segment altitude. My interpretation of "established" is that the localizer CDI is off the peg and I am confident I know where I am...
There is a definition for established as +/- 5 degrees or half scale deflection and 2 1/2 for an ILS. Not that anyone can see your instruments. Unfortunately its not contained in the Pilot/Controller Glossary; but buried in the text of the Instrument Flying Handbook. It is an ICAO definition.
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  #116  
Old 08-19-2010, 08:34 AM
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Default Squawk code xxx8?

I posted this to a Key West Florida thread, relating to working with the controllers down there.

Quote:
Originally Posted by nomocom View Post
I don't think your experience there is atypical. The Navy controllers are not making things easy. After transitioning in January, and getting poor service both directions (I had to press ATC) it would appear the Navy controllers are tired of dealing with Key West GA traffic and trying to "train" us GA guys to just steer clear. One direction they issued a transponder code that included an 8, I replied unable, so only then did they give me a code that was possible. The other direction they tried to get me to just fly around their airspace, something I'd do if high, but I told them I was low and I wanted to stay closer to land. Ultimately, they worked with me, but only after prodding. Granted, I don't know their side of the story (I'm sure they've seen some crazy pilot tricks) but if they are treating folks that way just to avoid work, I hope they find a different line of work.
An 8? Bored senseless? Wanting us GA's to go away? Thanks much Tony! I'm enjoying the insight you are providing.
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Last edited by nomocom : 08-19-2010 at 08:35 AM. Reason: addn comment
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  #117  
Old 08-19-2010, 09:34 AM
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tkatc tkatc is offline
 
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Nomocon....sorry to hear about sub-par service. My experience (and I was one of them) is that military controllers are fairly young...and GREEN. They are just kids and still learning. Of course, there are veterans watching over them and hopefully trying to correct them and hone their skills. You can usually tell after a few transmissions if the controller is seasoned or not.

I think you may find many more "fresh" controllers in the near future. When Reagan fired the striking controllers in '81 the FAA brought in all new controllers and those guys, who are today's veterans, are retiring. The FAA's recent hiring practice (which is now on the mend) left us with people with little to NO experience. I fear it will be a few years before you start seeing the "seasoning" creep back into my profession.
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  #118  
Old 08-19-2010, 10:37 AM
Bavafa Bavafa is offline
 
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Location: Sacramento, CA
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Default A two part question

TAATC,
I have been following this thread with much interest and have learned much as a result so many thanks in advance.

I have a two part question would appreciate you and all others shedding some light here if you can.

First the easy one, when you are given an IFR clearance that involves a route such as 'cleared to ABC vortac 190 radial to XYZ vortac 250 radial to 123 Vortac?' do you have to repeat all the radial (routes between the two VOR) or can the read back be just 'cleared to ABC , XYZ, 123.. and so on?

Second question is as a result of a goof up I did last week when I was on a IFR flight plan to San Carlos (KSQL). My goof up was that I had dialed in the wrong frequency for the SQL tower instead of 119.00, I was on 119.80

On the GPS approach after I was asked to go to tower, I announced my position by some thing like this..' San Carlos tower, EXP 12345 ON GPS APPROACH JUST BEFORE FF' and then I got a response back ' REPORT ONCE AIRPORT IN SIGHT'? so after a bit of flying I reported back once I had the airport in sight maybe about 2.5 miles out. Then some time goes and he ask me again WHAT IS YOUR POISTION and I go '1.5 MILES AT 1600' with no response back from him. I continued with the approach till almost over the fence but since I did no have the cleared to land instruction, I decided to do a go around (I was VFR condition)? then some one comes on the radio and says to tower that I am on the wrong frequency, and tower asked me what airport I was intending to land and once I said SQL, we realized that I was on the wrong frequency and things got cleared from then on and I contacted SQL tower and landed VFR at SQL without any incident.

So, here is my question knowing well that I own the mistake? but shouldn't have the tower that I was communicating with have known that I was not at his airport not seeing my plane in his radar. I am also baffled as why he never said any thing about that he was not San Carlos, since my radio calls always started by the word "San Carlos Tower"
I am fairly certain that an IDENT instruction from him would have cleared the situation much earlier.

Anyway, the lesson for me is to double check my frequency specially number eight and zero.
Many thanks if you can shed some light as what tower sees and what can not see in such situation.

Mehrdad
P.S. the fact that the other airport (119.80) had runway 30 as their active runway and planes landing and taking off was some what in line as what I was seeing.
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  #119  
Old 08-19-2010, 11:59 AM
RVFlyer RVFlyer is offline
 
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Location: Rockwall, TX
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Default R/C at the airport

Quote:
Originally Posted by Dayton Murdock View Post
Are R/C aircraft allowed to operate at the local Airport?
Each airport can set their own policy but I found this on Avweb today....food for thought.

http://www.avweb.com/avwebflash/excl..._203157-1.html
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  #120  
Old 08-19-2010, 02:39 PM
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DakotaHawk DakotaHawk is offline
 
Join Date: Oct 2008
Location: Arlington, WA
Posts: 799
Unhappy VFR on top

On a recent flight in eastern Washington State, I was flying at 8,500' in heavy haze. I was VFR - I was able to see the ground from my altitude, but I was concerned about going over the Cascade mountains in the haze.

I was on FF, so I notified Center that I was going off freq temporarily to get a weather update from Flight Watch.

Flight Watch told me that I could climb to about 9500' and get above the haze to safely cross the Cascades, with clearing skys west of the Cascades.

Wtihout going into all the details, at 15,000' I finally had a good horizon and was VFR on Top. But I couldn't descend because the haze was too thick to see below me.

Problem was... I did not have O2 on board!

When I notified Center that I was VFR on Top at 15,000' and no O2, they asked me to climb to 15,500 for VFR altitude. I replied "Unable to climb - I am negative O2 and on top of a solid layer." Long story short - I was VFR on Top at 15,000 for about ten minutes until I crossed the Cascades and found clear skys to descend on the other side of the mountains. Center worked with me to look for the nearest hole for me to descend and kept track of my time above 12,500'.

When I got back to lower altitudes, I was expecting Center to give me the dreaded telephone number to call when I land. Never happened. I descended into my home airport, dropped FF, and landed safely under clear, blue skys!

So my question is... Could I have gotten in trouble (legally) for being above 14,000' with no O2? Since I had recieved an in-flight weather update from flight watch saying that I would be VFR on Top at 9,500', could that have been used as a defense as I climbed above the haze?

(Disclaimer)I have to admit that I really never felt the effects of the altitude (I'm in very good health), but I was very concerned as the ground disappeared below me! I did keep my single axis A/P engaged to remove some of the workload from me, and had my plane trimmed for a very shallow descent.
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