"Going for the Visual"

I've had the same experience. I usually check in with something like
"Approach, Cherokee 3351W, level five thousand, information papa."

about half the time I get asked if I have the ATIS, told to report when I have
the ATIS, or told ATIS papa is current.

J Haggerty wrote:

Do you say you have "the ATIS" or do you say you have the
appropriate/current ATIS code. Makes a difference to the controller.


But, it is frequent for me to be asked if I have the ATIS even when I have
just called in reporting that I DO have the ATIS!



--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

Ray Andraka wrote:
I've had the same experience. I usually check in with something like
"Approach, Cherokee 3351W, level five thousand, information papa."

To change the topic a bit...

I've been flying lately with somebody who tends to leave off the "who
you're talking to" part of radio calls. He would make the above call as
simply, "Cherokee 3351W, level five thousand, information papa". It
drives me nuts, but the more I think about it, I wonder if it's really a
problem?

What do you controllers say? Do you like to have every pilot call you
by name at the beginning of each call, or is it just extraneous verbiage
that could be dropped with no harm done?

On Thu, 15 Apr 2004 16:28:09 -0500, J Haggerty
wrote:

Do you say you have "the ATIS" or do you say you have the
appropriate/current ATIS code. Makes a difference to the controller.

JPH

If I say I have an ATIS, I always identify it by code.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

"SeeAndAvoid" wrote in
link.net:

Cruise Clearances: the reason it's not used much and rarely offered,
here anyway, is terrain and radio/radar coverage. It's basically
a block altitude from whatever you give away, to the ground, and
if it doesn't work out, back up to whatever altitude you assign.
That's one hell of a chunk of airspace to lock up. And you are never
sure how long you are really giving it away for as you may not hear
the aircraft cancel. Also things not used often or on a regular
basis, controllers get rusty on, let's be honest.

Anyone gets rusty on things they don't do. The ZHU controllers tend to
stay up on cruise clearances because they issue them all the time. It's
the only way things can get done out in the Gulf, because of lack of radar
and radio coverage. We go out IFR and fly instrument approaches to
offshore platforms, and our letters of agreement with ZHU say that we
'shall' request a cruise clearance when within 40NM of our destination.
(Whoever wrote that LOA didn't know the legal meaning of 'shall',
obviously, since it's used many times when the context makes it obvious it
should be 'will' or 'should'). It does tie up lots of airspace, but there
is just no other way of doing it, with the current equipment situation.
Everyone tries to cooperate by cancelling as soon as possible, and we all
have company comm centers which can call center for us and cancel when we
lose comm with ATC. I've never received a cruise clearance inbound,
though.

--
Regards,

Stan