Let's see...
I've been told to turn to a heading that would put me in a
level 4-5 T
In all fairness I doubt their radar at the time actually
showed the weather.

I was on final approach and below 200 feet [ still a student
pilot ] when the controller realized that he had another
airplane on short final on an intersecting runway. He told
me to make a right 360 for traffic. I said "Unable, will
go-around and turn before I get to the intersection and
reenter downwind."

I was at 4000 feet in solid IMC approaching the VOR enroute
to the OM for an ILS. Heard the controller issue a
clearance to the OM at 4000 to a plane that had just missed
the ILS [another trainer ]. I reported the VOR and was
told to hold at the OM at 4000. The other airplane was
still below 3000 feet and we were at that moment about 4
miles apart.
I advised that I was turning left at 4000 and would
intercept the DME arc, "let me know when the traffic is
above 4000"

On a strict traffic count the airport had qualified for
radar for years, but the airline traffic was low, only a few
commuters a day, so it was all position reporting.


"Morgans" wrote in message
...
|
| "Wade Hasbrouck" wrote
|
| However, as PIC you have the authority to decline an ATC
request if you think
| it would be unsafe or would not feel comfortable doing
it, as it is the PIC
| that is flying the aircraft, not ATC
|
| Although, if you say unable, you had better have a
reasonable reason for saying
| unable.
|
| The ATC can have you fly back out to the podunk VOR for
resequencing, or make
| you wait while 15 planes take off before you get your turn
to takeoff, or
| anything else he so desires, if he wants to show his
authority, if you get my
| drift. g
|
| That type of subject could start a whole new thread!
|
| How many of you have been given unreasonable ( in your
opinion) orders by ATC?
| --
| Jim in NC
|