DUAT

"Stan Prevost" wrote in message
...

If I put the desired altitude in the plan, then the controller knows that
I want 12500 and can tell me to "maintain VFR On Top at or below 12500".
If I don't put it in, then he has to ask me what altitude I want or just
arbitrarily assigns me something and then if it's not what I want we have
to go through more radio exchange.

How is it better to not include the altitude?


An alternative clearance is issued when necessary to ensure separation from
other traffic or airspace. For example, if the controller had traffic at
nine thousand a proper clearance would be; "Climb to and report reaching
VFR-on-top, no tops reports. If not on top at eight thousand maintain
eight thousand and advise." Remember, you're just another IFR aircraft
until you report reaching and are cleared to maintain VFR-on-top.

To issue "maintain VFR On Top at or below 12500" the controller would have
to know the tops were 11,500 or lower. Why use a restriction of 12,500? To
separate from IFR traffic at 13,500 or VFR traffic at 13,000?

"Steven P. McNicoll" wrote in message
nk.net...


An alternative clearance is issued when necessary to ensure separation
from other traffic or airspace. For example, if the controller had
traffic at nine thousand a proper clearance would be; "Climb to and report
reaching VFR-on-top, no tops reports. If not on top at eight thousand
maintain eight thousand and advise." Remember, you're just another IFR
aircraft until you report reaching and are cleared to maintain VFR-on-top.


It seems to be to everyone's advantage for the pilot to report being OTP as
soon as he is and can remain that way, even if that is on the runway, as
newps described, or on initial contact with Departure. That minimizes the
time and space during which I must be provided separation, as long as I am
willing to forego that.

Stan Prevost wrote:



It seems to be to everyone's advantage for the pilot to report being OTP as
soon as he is and can remain that way, even if that is on the runway, as
newps described, or on initial contact with Departure. That minimizes the
time and space during which I must be provided separation, as long as I am
willing to forego that.

If you report it prior to departure the tower controller can amend your
clearance in the computer and this will save a landline call to the
center. Once you tag up on the radar the tower/departure controller
loses the ability to make changes in the computer, only the center can
do it.

"Newps" wrote in message
news


Stan Prevost wrote:



It seems to be to everyone's advantage for the pilot to report being OTP
as soon as he is and can remain that way, even if that is on the runway,
as newps described, or on initial contact with Departure. That minimizes
the time and space during which I must be provided separation, as long as
I am willing to forego that.

If you report it prior to departure the tower controller can amend your
clearance in the computer and this will save a landline call to the
center. Once you tag up on the radar the tower/departure controller loses
the ability to make changes in the computer, only the center can do it.

Interesting. I never heard that before. So a TRACON controller cannot
change a clearance without calling center to do it?

"Stan Prevost" wrote in message
...

Interesting. I never heard that before. So a TRACON controller cannot
change a clearance without calling center to do it?


It's a flight data processing issue. A terminal controller cannot amend a
flight plan in the computer if the host center has auto-acquired a target on
that flight. The revised clearance must then be manually coordinated. The
alternative is to suspend the auto-acquire feature, which will then require
the center to manually start a track on aircraft that depart from airports
where the center provides approach control services. Suspending the
auto-acquire is the way to go, starting a track is quick and easy and is
more than made up for by the reduced manual coordination.

Stan Prevost wrote:


Interesting. I never heard that before. So a TRACON controller cannot
change a clearance without calling center to do it?

Right. Although here at BIL we are in the process of getting that
changed, so anytime I want I can change any aircrafts data in the
computer. It's a pain in the ass and a relic from days gone by.