"Roy Smith" wrote in message
...

With the exception of the cruise clearance, it's pretty real-world.
Coming from that direction, I've been asked to intercept the localizer
25-30 miles out.

But, OK, if you'll play, I'll play. Remember, though, the game we're
playing is "How should you fly this clearance", not "Let's argue about
whether NY Approach would ever issue a cruise clearance". If you
don't want to play my game, I'm picking up my airplane and my
microphone and going home :-)


Well, if it's "pretty real-world", it means ATC isn't following FAAO
7110.65. There's no benefit to playing the game if everyone isn't playing
by the rules.



How about I had just departed Minard Farms, NY (1NY7). I got my
clearance from FSS on the phone, "ATC clears N-25629 to the White Plains
Airport via direct. Maintain 3000, departure frequency is
132.75, squawk 1234. Clearance void if not off by 0700. Time
now is 0648".

Direct course from 1NY7 to HPN is 170. By the time I completed my
initial departure to the west to avoid the high towers east of the
airport, and turned on course, HPN was bearing 162.

At that time, NY Approach finally responded to my radio call and
gave me "Radar contact, 5 southwest of Minard. Proceed on
course, maintain 3000". Sometime later, the controller handed me
off to 126.4. The controller on that frequency gave me the cruise
clearance quoted above.

At that point, you tune in the AWOS and hear that the weather at
HPN is 800 overcast and 5 miles, wind 160 at 10. What would
be your course of action?


You can't get to that point if everyone is playing by the rules. At the
point ATC terminated radar service you were on a route that required radar
monitoring by ATC. Termination of radar service at that point requires
issuance of nonradar routing.