DUAT

"Stan Prevost" wrote in message
...

I have never received a clearance for just "VFR On Top" without further
restrictions, although I understand it is permitted. Restrictions can be
"Maintain VFR On Top at or below xxx", "....at or above xxx", or "... at
or between xxx and yyy".

I understand that the controller is not responsible for separation, so I
wonder why I always get an altitude restriction, usually "at or below".


Do you receive these restrictions after reporting VFR-on-top? Are you
operating in airspace where ATC provides separation to VFR aircraft? Is
Special Use Airspace a factor?

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

"Stan Prevost" wrote in message
...

I have never received a clearance for just "VFR On Top" without further
restrictions, although I understand it is permitted. Restrictions can be
"Maintain VFR On Top at or below xxx", "....at or above xxx", or "... at
or between xxx and yyy".

I understand that the controller is not responsible for separation, so I
wonder why I always get an altitude restriction, usually "at or below".


Do you receive these restrictions after reporting VFR-on-top?

Sometimes yes, sometimes no.

Are you operating in airspace where ATC provides separation to VFR
aircraft?

Not to my knowledge. Not in Class B airspace nor Class C airspace.

Is Special Use Airspace a factor?

My flight path is always clear of SUA. Well, when I have received the OTP
restrictions, anyway. I always file a route that is clear of SUA, but
sometimes I get recleared enroute for direct destination (without request)
which puts me through SUA, and sometimes I get vectored around the SUA when
I get to it. Arghhh..

"Stan Prevost" wrote in message
...

Do you receive these restrictions after reporting VFR-on-top?


Sometimes yes, sometimes no.


Are you operating in airspace where ATC provides separation to VFR
aircraft?


Not to my knowledge. Not in Class B airspace nor Class C airspace.


Is Special Use Airspace a factor?


My flight path is always clear of SUA.


Then there is no reason for the altitude restrictions.



Well, when I have received the OTP
restrictions, anyway. I always file a route that is clear of SUA, but
sometimes I get recleared enroute for direct destination (without request)
which puts me through SUA, and sometimes I get vectored around the SUA
when I get to it. Arghhh..


I stay out of the cockpit when I'm controlling and when I'm flying I expect
the controller to stay out of my cockpit. As a controller I'll move an
airplane for traffic, for SUA, or to comply with a LOA. That's it. If I
see you're /G but have filed a bunch of VORs or airways I'll offer a
shortcut, but I won't just issue one of my own volition. If you want to pay
for GPS and still navigate by VOR that's your business.

Steve,
I thought that for /G there still needed to be a vor or other nav fix
in the route. I generally draw a line between the start AP and the
destination and then add a vor in the middle that doesn't increase the
distance by much. Gices me two nav checks for redundancy, too. Are
you saying that /g can be diredt between APs over several hundred miles
with no other fixs?

Chuck

"Chuck" wrote in message
oups.com...

I thought that for /G there still needed to be a vor or other nav fix
in the route. I generally draw a line between the start AP and the
destination and then add a vor in the middle that doesn't increase the
distance by much. Gices me two nav checks for redundancy, too. Are
you saying that /g can be diredt between APs over several hundred miles
with no other fixs?


You don't even have to be /G. IFR flight off-airways and beyond normal
navaid distance/altitude limits just requires radar monitoring by ATC. Now,
if you're going to a rather small airport hundreds of miles away there may
be a flight data processing problem. The NAS computer serving the departure
airport may not know where the destination airport is. You can get around
that by filing a few waypoints based on H-class VORs that fall on your
route, that will also help ATC visualize the route. Or you can just file
the destination coordinates as an intermediate fix.

"Steven P. McNicoll" wrote in message =
link.net...
=20
"Chuck" wrote in message
oups.com...

I thought that for /G there still needed to be a vor or other nav fix
in the route. I generally draw a line between the start AP and the
destination and then add a vor in the middle that doesn't increase =
the
distance by much. Gices me two nav checks for redundancy, too. Are
you saying that /g can be diredt between APs over several hundred =
miles
with no other fixs?

=20
You don't even have to be /G. IFR flight off-airways and beyond =
normal=20
navaid distance/altitude limits just requires radar monitoring by ATC. =
Now,=20
if you're going to a rather small airport hundreds of miles away there =
may=20
be a flight data processing problem. The NAS computer serving the =
departure=20
airport may not know where the destination airport is. You can get =
around=20
that by filing a few waypoints based on H-class VORs that fall on your =

route, that will also help ATC visualize the route. Or you can just =
file=20
the destination coordinates as an intermediate fix.=20


Sometimes, but not always, when I file direct to a distant point,
even an H-class VOR, I'll be cleared first to a nearby fix, then as =
filed.
I usually make a note of that nearby fix, and include it in subsequent =
trips.
I figure the departure controllers prefer that, and it's OK by me.