Need recommendation on accelerated IFR courses

John Clonts wrote:

I am interested in this. Are there any other aspects of this style that
you would care to share? Or is it just basically as said above, "don't
blindly accept what is given to you by ATC".

Hmm. I am *not* this CFII (or any CFI {8^), so I'm not sure I can give
"this style" adequate coverage. But from this one student's perspective...

It involves first a recognition that the people behind the ATC microphone
are just that: people. Once that's internalized, a lot of "mic fright"
goes away.

Listening in for a while also helps that. Even the heavy iron drivers make
mistakes too, as do controllers. And that relates to part of our job.
"Communication" and operating under ATC control (ie. IFR, in a class B,
etc.) doesn't mean giving up PIC status.

I just heard a story a couple of evenings ago about a pilot that had a
mishap on a T&G. He actually ran off the runway into the grass, dented the
plane on something (a taxi light?), and then returned to the air.

When he was asked his intentions by the tower, his response was one which
indicated complete abdication. Bad Move. ATC is not there to fly the
plane.

Another aspect is that ATC and pilot are working cooperatively towards a
goal, with that working sometimes overly well defined by the rules. A
contact approach is one example where the controller is precluded from
doing something that might otherwise be helpful (though I've heard funny
stories of 'hints' given {8^).

But within those limits, it's certainly a team approach. We're on the same
side. If you're unhappy with an instruction or a reply, and assuming
conditions permit, you can work together to find an alternative.

- Andrew

Andrew Gideon wrote:

Another aspect is that ATC and pilot are working cooperatively towards a
goal, with that working sometimes overly well defined by the rules. A
contact approach is one example where the controller is precluded from
doing something that might otherwise be helpful (though I've heard funny
stories of 'hints' given {8^).

- Andrew

Lots of stories like that, but I'll relate one:

Was stuck at Albany NY with light snow falling. Started up and got the
ATIS which was reporting 2 1/2 miles... beacon was on... called Ground,
and they reported it appeared clearer to the West (our direction of
flight). Sat at the runup pad for many minutes, calling for the
official visibility two or three times. Finally asked if I could get a
"special VFR" out of their. Response from the tower was "We thought
you'd NEVER ask!" Was on my way in minutes.

Rich

Rich wrote:

Lots of stories like that, but I'll relate one:

Was stuck at Albany NY with light snow falling. Started up and got the
ATIS which was reporting 2 1/2 miles... beacon was on... called Ground,
and they reported it appeared clearer to the West (our direction of
flight). Sat at the runup pad for many minutes, calling for the
official visibility two or three times. Finally asked if I could get a
"special VFR" out of their. Response from the tower was "We thought
you'd NEVER ask!" Was on my way in minutes.

In a similar situation, I've had the tower controller ask me: "...is there
anything special you'd like to request?"

Dave

"Rich" wrote in message
...
Andrew Gideon wrote:

Another aspect is that ATC and pilot are working cooperatively towards a
goal, with that working sometimes overly well defined by the rules. A
contact approach is one example where the controller is precluded from
doing something that might otherwise be helpful (though I've heard funny
stories of 'hints' given {8^). - Andrew

Lots of stories like that, but I'll relate one:

Was stuck at Albany NY with light snow falling. Started up and got the
ATIS which was reporting 2 1/2 miles... beacon was on... called Ground,
and they reported it appeared clearer to the West (our direction of
flight). Sat at the runup pad for many minutes, calling for the official
visibility two or three times. Finally asked if I could get a "special
VFR" out of their. Response from the tower was "We thought you'd NEVER
ask!" Was on my way in minutes.

Rich

I have a similar story too. three weeks or so ago II was flying from Madison
Wi to Niagara Falls on an IFR flight plan. The weather was pretty good
although isolated thunderstorms were forecast for London,Ontario about the
time I was due to pass through.

Anyway travelling at 9000 things looked Ok until we passed Flint. Right
ahead coming out of the cloud deck below was a little tower going up to
maybe 11000ft.
No problem, I asked Center for a deviation to avoid it and they said Ok. As
we moved on the isolated thunderstorms decided to get together and have a
party.
So again I got onto Toronto Center this time gave them the facts asked for
another deviation and they said "do whatever you have to do and call us back
when you are ready".
I flew around the edge of the line, a good distance away and it was smooth
all they way. When the stuff was behind me, I called up again, got a direct
to Niagara Falls and then began the decent.

At the end of the day, ATC are there to help and all you need to do is ask.
Sometimes the biggest fear pilots have is asking for what they need from ATC
fearing they will say no.

On that day I knew what I wanted, I also had a backup plan if they said no
(go back to Flint) and another backup plan if that was not possible
(northern Michigan). Thankfully, they did not say no and I arrived at my
destination within 5 minutes of my estimate despite the manoeuvrings, which
in the end cost me thirty miles.

That confidence came from the program I did, the West Coast Adventure where
there was scope to try out the full gamut of the ATC offering from sleepy
Wyoming to the LA area and everything in between as well as some interesting
instrument approaches to both controlled and uncontrolled fields.