Why would someone choose to fly VFR on top?

Bob Gardner wrote:

Example: I know (or strongly suspect) that the tops at at 6000. I call
Ground and tell them that I want an IFR clearance to VFR-on-top. No flight
plan filed. Ground says "Whizbang 1234X is cleared to (nearby VOR), climb
and maintain 7000, if not on top at 7000 advise. Squawk 3456." Great time
saver.


What happens if there's a comm failure and you're wrong about the tops? Of
course, this is a general question about any clearance limit that's not an
airport or certainly VFR.

- Andrew

Andrew Gideon wrote:
Bob Gardner wrote:


Example: I know (or strongly suspect) that the tops at at 6000. I call
Ground and tell them that I want an IFR clearance to VFR-on-top. No flight
plan filed. Ground says "Whizbang 1234X is cleared to (nearby VOR), climb
and maintain 7000, if not on top at 7000 advise. Squawk 3456." Great time
saver.



What happens if there's a comm failure and you're wrong about the tops? Of
course, this is a general question about any clearance limit that's not an
airport or certainly VFR.

First off he doesn't want VFR on top but rather an IFR climb to VFR.
VFR on Top is an IFR clearance. As to your question you would handle it
like any opther lost comm, that's why you were cleared to a point,
that's the point you will go to and then pick an approach and land, and
because there's no filed clearance you go right to the VOR and then
directly to whatever approach you want.

Newps wrote:

AsÂ*toÂ*yourÂ*questionÂ*youÂ*wouldÂ*handleÂ*it
like any opther lost comm, that's why you were cleared to a point,
that's the point you will go to and then pick an approach and land, and
because there's no filed clearance you go right to the VOR and then
directly to whatever approach you want.

Perhaps I misunderstood, but I thought the VOR not near the destination
airport.

If a clearance is to an airport, I understand the "pick an
approach" ...um... approach. But it's when the clearance limit is to a
waypoint that's not an airport (ie. some VOR somewhere) that leaves me
puzzled. Recall that there's no specification within "the system" as to
the final destination in that case.

Obviously, the first/best course is to maintain VFR. But if the VOR (at the
assigned altitude) is not VMC (despite the expectation/hope that led to the
request), then what?

- Andrew

Andrew Gideon wrote:
Newps wrote:


As to your question you would handle it
like any opther lost comm, that's why you were cleared to a point,
that's the point you will go to and then pick an approach and land, and
because there's no filed clearance you go right to the VOR and then
directly to whatever approach you want.


Perhaps I misunderstood, but I thought the VOR not near the destination
airport.

In his particular example the VOR is very close, certainly in approach
controls airspace.



If a clearance is to an airport, I understand the "pick an
approach" ...um... approach. But it's when the clearance limit is to a
waypoint that's not an airport (ie. some VOR somewhere) that leaves me
puzzled. Recall that there's no specification within "the system" as to
the final destination in that case.

Obviously, the first/best course is to maintain VFR. But if the VOR (at the
assigned altitude) is not VMC (despite the expectation/hope that led to the
request), then what?

Pick an approach and land. And do it now, we are holding up everybody
else while you figure out what to do.

Andrew Gideon wrote:

Newps wrote:


As to your question you would handle it
like any opther lost comm, that's why you were cleared to a point,
that's the point you will go to and then pick an approach and land, and
because there's no filed clearance you go right to the VOR and then
directly to whatever approach you want.


Perhaps I misunderstood, but I thought the VOR not near the destination
airport.

If a clearance is to an airport, I understand the "pick an
approach" ...um... approach. But it's when the clearance limit is to a
waypoint that's not an airport (ie. some VOR somewhere) that leaves me
puzzled. Recall that there's no specification within "the system" as to
the final destination in that case.

Well, you shouldn't accept a clearance limit without an EFC. And you
have your flight plan, so you fly to the clearance limit, hold until
your EFC and then proceed per your flight plan and fly an approach. At
least that is what I'd do.

Matt

"Matt Whiting" wrote in message
...

Well, you shouldn't accept a clearance limit without an EFC. And you have
your flight plan, so you fly to the clearance limit, hold until your EFC
and then proceed per your flight plan and fly an approach. At least that
is what I'd do.


Every IFR clearance has a clearance limit, an EFC is issued only if holding
is anticipated.

Steven P. McNicoll wrote:

"Matt Whiting" wrote in message
...

Well, you shouldn't accept a clearance limit without an EFC. And you have
your flight plan, so you fly to the clearance limit, hold until your EFC
and then proceed per your flight plan and fly an approach. At least that
is what I'd do.



Every IFR clearance has a clearance limit, an EFC is issued only if holding
is anticipated.

Yes, but typically the clearance limit is an airport. :-)

Matt

"Matt Whiting" wrote in message
...

Yes, but typically the clearance limit is an airport. :-)


Yes, but clearances with non-airport clearance limits do not include an EFC
unless holding is anticipated.