tkatc
Well Known Member
Plenty of info here:
http://www.faa.gov/about/initiatives/uas/
http://www.faa.gov/about/initiatives/uas/
Hope that helps...TK I worked the predators a long time ago and let me tell you how much fun it is running a par on a MQ9.
Gil, TK,
At ZMA we work drones, no TFR required, some at very high altitudes and some quite low. Most we talk to and yes they have transponders. We do have some that activate warning areas but not always.
Hope that helps...TK I worked the predators a long time ago and let me tell you how much fun it is running a par on a MQ9.
Do you know how they do collision avoidance for non-flight following VFR aircraft?
Do the drones have active radar that can sense other aircaft in their path?
Additionally, if I saw a route that I know I could shorten, I would do that to save the airplane time and gas. That sort of service comes from experience.
"unable". If you do not wish to fly out over the lake just use that word. True, you may be sent 200 miles west around ORD! But you do not have to accept a clearance that you feel compromises safety.
The "machine" can also generate a PDR (preferential departure route) while you are inflight and one of the controllers will be responsible to give you that amendment as well.
Thanks for the reply! My second question was intended to ask "how do YOU (as the controller) get alerted that "the machine" has generated an updated clearance you should pass along. Do you see something on the scope? Do you get a message somehow?
Thanks for the reply! My second question was intended to ask "how do YOU (as the controller) get alerted that "the machine" has generated an updated clearance you should pass along. Do you see something on the scope? Do you get a message somehow?
On the original strip,
For controller amusement, I sometimes give single engines routing over the ocean or large body of water. If they accept it, I wait til they're way out there then ask for a radio check to see if I can sense a different octave in his/her voice.
We're based at KLVK in the San Francisco east bay. High traffic areas west (SFO) and south (SJC). Because of that if you file for Monterey (due south) you always get the prefered routing of north (wrong way!), then east out over the central valley, then south, then west. Pretty round about. But if you file for Watsonville, about 30 miles closer than Monterey, the ATC computer will usually give you almost direct, over SJC. So pilots in the know who want to go to Monterey file for Watsonville, then once past SJC change destinations to Monterey. Happens so often there's a local name, the "Watsonville Dodge".
Back in October I went on my first "long" trip in the RV from San Jose, CA to California City. I decided to file a flight plan and get flight following on the trip since I haven't done either one of those for years since I've been building.
Both went without a hitch but I had a question about ending flight following at the end of the trip. When I got close to the end of each leg, I asked to terminate. However, on the return trip, just before I was going to call and cancel, ATC asked me if I had the current ATIS at RHV. I told him that I hadn't but I wanted to terminate.
I guess I'm wondering what would have happened if I didn't terminate. Would he have given me the current ATIS and then stayed with me for a while longer? I'm guessing he would have. I was about 40 NM out when I terminated.
Next time I'll let it play out.
I would imagine that they called the tower about my arrival,
In ATC-speak, you got a 'handoff' to the tower.
Just remember that with flight following you need not worry about class C or D airspace, but it is up to you to not fly into SFO' class B airspace without a specific clearance to do so. This applies even if ATC gives you a vector.
Above is not quite correct. Rules for going into class C and D say you must be in contact with ATC. Talking to center, etc., is all that is required. It is very common for center or approach control to not hand you off until you are well inside a class D area. There is nothing wrong with that.
But class B requires a specific clearance ("N12345 is cleared into the SFO class bravo airspace"). And of course class A requires an ifr clearance.
When I have any concern about being cleared into airspace, I just ask the controller to "confirm I am cleared into/through XXX airspace"
Just did this on our recent flight to Roche Harbor, when we stopped at Scappoose for fuel------decent path took us into PDX airspace. Response was that we were cleared, and to report Scappoose in sight.
Are there any new tricks or terminology I should use when contacting ATC for IFR or VFR services?
Don
Don,
ADS-B is transparent to us controllers. I don't know who has or doesnt have the equipment.
Tony, I guess that I was under the mistaken impression that ATC could see my N number as I'm broadcasting my ICAO address. My impression sounds mistaken. So I can still be anonymous (yeah!)???
Don
There are a few ways to skin this cat.
I think the easiest way is to call FSS for your weather brief and tell them you are departing OSH VFR on the Airventure routing and want to file IFR and pick up your clearance at MSN. File the IFR routing beginning at MSN.
The info such as ETE, FOB, for the IFR flight plan "form" will begin at MSN. The proposed departure time for the IFR flight will be your ETA at MSN.
Once clear of the show congestion and nearing the TRSA, oh sorry the class C, call MSN approach like any VFR aircraft and get let them know you have an IFR clearance on file and would like to pick it up.
If you are going to be above the Class C, you could obtain your IFR clearance via Chicago Center - once clear of the show traffic/routing you could call the center for flight following and let them know you have filed IFR beginning at MSN and they can get you your clearance.
Remember to follow all the rules for VFR aircraft regarding airspace until you have received your IFR clearance.
If you get a better or easy way, please let me know.
Regards,
John
Foreflight will give you a number of good routings (I think they are based on historical data) once you put in your departure and destination. I find the simplest usually work...but then again, we're out west of the Mississippi in the wide open spaces....