Various ATC questions

The whole idea of ATC is to communicate with them and coordinate your
flight with other flights.

I can tell you that if you listen to experienced pilots "hangar talk",
it's usually about "ATC did this" and "ATC did that". Most of the
problems involve ATC communication. So it's not unusual to have some
unresolved issues with ATC. Still the system works pretty well.

Mxsmanic wrote in
:

Judah writes:

If you are confused by ATC instructions, you should ask ATC to clarify.

In theory, yes, and sometimes I do. But they seem to be awfully busy

In practice, if you do not clearly understand an instruction from ATC, and
you do not ask for clarification, you risk putting yourself and possibly
others in danger.

You, as the pilot, are responsible for the safety of flight, and that means
ensuring that you properly understand and follow ATC instructions and
assignments.

at times, and I hate to ask them to explain things when there are a
hundred other planes in their airspace.

Your request for clarification should not take more time than any other
instruction. But you will present a much bigger inconvenience if you fly
somewhere other than where you were assigned.

OK, pilots. How many of you would wait an hour for a sim program to
allow you to roll back, or taxi out, or whatever?

I did have fun at Logan once, a little M20J merged into a row of jets,
waiting for take off (BOS was the most convenient place to clear
customs coming in from Canada) but it was late at night. Hint to real
pilots -- even after waiting for wake turb to fade, do request a turn
into the crosswind as early as you can.




On Nov 26, 12:59 pm, Mxsmanic wrote:
Judah writes:
If you are confused by ATC instructions, you should ask ATC to clarify.In theory, yes, and sometimes I do. But they seem to be awfully busy
at times, and I hate to ask them to explain things when there are a
hundred other planes in their airspace.

Of course, in my case, it's simulation, so we do have more flexibility
to ask questions if we don't understand--learning is part of the
experience for most users. But the busy factor still kicks in when
the virtual skies are crowded (last night I spent an hour on the
ground in Boston waiting to start my flight and the chatter was
constant).

--
Transpose mxsmanic and gmail to reach me by e-mail.

Jon,

Yup.. So far so good...


Too late. The thread has developed, many again have fallen for him, the
back and forth is taking the usual way. IMHO, the group is pretty much
toast for the next weeks or even months.

--
Thomas Borchert (EDDH)

Thomas Borchert wrote in
:

Too late. The thread has developed, many again have fallen for him, the
back and forth is taking the usual way. IMHO, the group is pretty much
toast for the next weeks or even months.

I have only seen two "initial" responses on my newserver, and hopefully
those folks will see our portion of this thread and take heed not to answer
Msmaniac's postings.

Allen

ATC is a giant government conspiracy.




TxSrv wrote:

Tony wrote:

pause the simulation, check the various references, resume the
simulation.


Better yet, just ignore ATC within MSFS, or any sim weenie on the net
playing ATC, and use the slew controls to get back on course. According
to one's filed IFR flight plan, which ATC doesn't really have, I believe.

F--

"Mxsmanic" wrote in message
...
A few questions on ATC:

1. If I am told to "depart XYZ heading 150" while IFR, and the last
heading given to me by ATC does not quite take me to an intercept of
the XYZ VOR, should I turn to intercept the VOR? Should I wait for
ATC to tell me to turn directly towards the VOR? Should I turn and
apprise ATC of my turn? Or should I just intercept the 150 radial
from the VOR, and then turn to follow that? The last time this
happened, I just silently turned to intercept the VOR (I wasn't far
off, and I assumed that ATC wanted me vectored towards the VOR to
begin with, since it was in my flight plan and I had previously been
vectored in that general direction), but I don't know if this was
right.

This is an OK question. I am a former pilot in the USAF and lost
communication was a big part of our training. I don't remember the lost
comm procedures for being put on a vector that didn't intercept the flight
plan then loosing comm. Any ideas????

Danny Dot
See what happens at NASA.
www.mobbinggonemad.org
snip

On 11/26/06 14:54, Danny Dot wrote:
"Mxsmanic" wrote in message
...
A few questions on ATC:

1. If I am told to "depart XYZ heading 150" while IFR, and the last
heading given to me by ATC does not quite take me to an intercept of
the XYZ VOR, should I turn to intercept the VOR? Should I wait for
ATC to tell me to turn directly towards the VOR? Should I turn and
apprise ATC of my turn? Or should I just intercept the 150 radial
from the VOR, and then turn to follow that? The last time this
happened, I just silently turned to intercept the VOR (I wasn't far
off, and I assumed that ATC wanted me vectored towards the VOR to
begin with, since it was in my flight plan and I had previously been
vectored in that general direction), but I don't know if this was
right.

This is an OK question. I am a former pilot in the USAF and lost
communication was a big part of our training. I don't remember the lost
comm procedures for being put on a vector that didn't intercept the flight
plan then loosing comm. Any ideas????

Ideas? Well, yes. Have a look at 14 CFR Part 91.185 (c) (1) (iv). Here's
the paragraph:

§ 91.185 IFR operations: Two-way radio communications failure.

(a) General. Unless otherwise authorized by ATC, each pilot who
has two-way radio communications failure when operating under IFR
shall comply with the rules of this section.

(b) VFR conditions. If the failure occurs in VFR conditions, or if
VFR conditions are encountered after the failure, each pilot shall
continue the flight under VFR and land as soon as practicable.

(c) IFR conditions. If the failure occurs in IFR conditions, or if
paragraph (b) of this section cannot be complied with, each pilot
shall continue the flight according to the following:

(1) Route. (i) By the route assigned in the last ATC clearance received;

(ii) If being radar vectored, by the direct route from the point of
radio failure to the fix, route, or airway specified in the vector
clearance;

(iii) In the absence of an assigned route, by the route that ATC has
advised may be expected in a further clearance; or

(iv) In the absence of an assigned route or a route that ATC has advised
may be expected in a further clearance, by the route filed in the flight
plan.



--
Mark Hansen, PP-ASEL, Instrument Airplane
Cal Aggie Flying Farmers
Sacramento, CA

Danny Dot wrote:
I don't remember the lost
comm procedures for being put on a vector that didn't intercept the flight
plan then loosing comm. Any ideas????



Yes, make sure the comm is securely fastened in the panel.

In article ,
Newps wrote:

comm procedures for being put on a vector that didn't intercept the flight
plan then loosing comm. Any ideas????

Yes, make sure the comm is securely fastened in the panel.

BG

--
Bob Noel
Looking for a sig the
lawyers will hate