Ron Garret wrote:
In article ,
Tim wrote:


So you are saying that one has to change operating rules based on the
route of the flight.


No, I am not saying that. Why do you keep putting words in my mouth?


I don't have to - they are right he
"Because it's a different route. The circumstances are different. What
one does when flying to FUL may or may not apply when flying to VNY."

If you did not mean that, then please explain to my why you have two
different examples and two different scenarios? I would imagine that
the regulations provide a good description of what has to happen for all
circumstances.

All I tried to point out was the fallacy of your suggestions in your
examples.


It is your clearance limit because that is where you filed to and where
you want to land.


No, it was my clearance limit because that is where I was cleared to.


Yes, I understand that. And they gave you that clearance limit because
that is what you requested from them - when you filed. That is the end
of your flight and they gave you a clearance to there. It is not a
clearance to hold there is it? Because what you are arguing is that you
really only have a clearance to circle the airport every time you get
a clearance that starts with "cleared to xxx airport" and ends in
"...direct." You are expecting that every time you fly to an airport
you are going to fly to the airport, but somewhere along the line a
controller is going to lead you to an IAF, the final approach course, or
some other way get you to land.

If your clearance limit is an airport, what makes you think you can't
execute an IAP and land? Why would you think that the clearance limit
for your airport is at some altitude other than 0 AGL?

I am beginning to suspect that MX is right and you don't actually have a
clue.

That is fine with me.



Again, "direct" does not mean direct to the airport.


That's news to me. Where in the regs does it say that?


When you don't lose comms and you file and fly to an airport and do not
get vectors, where do you go to? You go to an IAF, right?


Not usually. Usually I get vectors to the FAF. I fly in pretty
congested airspace where full approaches are quite rare.


I misunderstood your initial question and I apologize for any demeaning
statements. It appeared to me that you were not aware of what the FARs
stated. Again, my apologies.


Well, it's possible I'm missing something. We seem to have a difference
of opinion about what a direct clearance means. I'm still waiting for a
citation to support your position.

rg