snoop wrote:
Chris,

I don't want to make it difficult.

Then don't. I was a freight dog, too. I always had to watch
everything with a magnifying glass to make sure I was legal to the
letter. I understand your mindset. But this isn't that.


My point here is I'm still fuzzy on the official guys (FSS, ATC)
accepting something as simple as the flight plan for our glider as you
described. From an operational viewpoint, it's clear as a bell to me,
it's simple. I've received untold numbers of pop up clearances in the
past.


You're right. FSS/ATC may not have ever received an IFR request from a
glider before. But they will likely be excited to do something
different. Once I'm on the frequency, I quickly become a celebrity.
The controllers are asking me questions purely out of curiosity, and I
get funny one liners like:

ATC: American 325 climb and maintain 17,000, expect further climb in 20
miles, you have traffic at 11 o'clock 15 miles at FL190, a glider.

AMR325: What the h*&% is a glider doing up there?!

Me: Descending!

My point is that controllers will work with you if you work with them.
Fitting a glider into their traffic flow can be a burden to them, so
make it less so. Stay away from busy airways. If you need to transit
a busy airway, you may need to wait for a few minutes for ATC to make
room. Then when you're cleared to proceed, cross the airway quickly so
they can use it again. If they need an altitude that you've currently
got blocked, if you can, release it back to them to get the transient
through. Let's all just get along.

There are still MEAs, MOCAs, MVAs, things, that the contollers have to
govern who they turn loose in the clouds. How does the local guy work
around these. Again it appears quite simple from the operational end,
but.......

You're scaring me, snoop! Gliders aren't operating anywhere near the
MEA! Use some judgment here.


As you well know most of these FAA regs have blood written on them. I
would have to have the controller himself tell me the TERPs are out the
window when it comes to my glider flying IFR.

Snoop, TERPS apply to terrain & obstruction clearance during departure
and arrival. We're not doing that. We are thousands of feet off the
ground with cloudbase being thousands of feet above the ground. We're
not flying low IFR; we're flying into an isolated cloud, or flying
along the edge of a lenticular.

let's get those who do
file, and fly their glider IFR, to get their local ATC/FSS people to
present a paper, or talk to the local groups, about the procedures and
responsibilities of flying our gliders IFR.

What do you think we're doing? Perhaps you should take a break from
typing, and reread the entire thread. Your questions have been
answered. IFR in gliders in legal, and people do it every day.

Here's my recommendation to you, snoop. You already know that you
learned more on your first night flying freight out of Chicago than you
did in all of your previous training. So, take an IFR-equipped glider
and fly it IFR in VMC conditions. Take your normal tow, release, and
climb several thousand feet. Then call up ATC, pick up an IFR
clearance to maneuver in the vicinity. Explore the cloudbase, but
don't go into the cloud (for safety). Then cancel IFR, and go home.
Viola! IFR in gliders. Small steps.

Chris Fleming, F2